Air Traffic Controller Told Me He Wants Pilots to Know THIS
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- Опубликовано: 14 ноя 2021
- Thanks Mike from San Antonio for the tips in this video as well as the full transcript over on AirplaneAcademy.com (link below). Mike and I had a phone conversation where he shared a few of the many things he would like for the pilot to know about ATC, and I thought it was really enlightening and wanted to share it here.
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As a former air traffic controller he is absolutely correct when he said don't hesitate to talk to a controller. I watched six people needlessly die one night because the pilot supposedly was afraid to talk to ATC. If you have a situation of any type where ATC might help, CALL THEM. They understand English and want to help.
Perhaps if you were flying around the LA basin like I was in the 80's you would understand why people were afraid to talk to ATC.
The controllers were very unfriendly to VFR pilots getting on their frequencies and bothering them.
I used to go into the tower at my local airport to visit with the controllers.
I mainly did it to find out what they did and didn't like and I can tell you that some of them had an attitude that didn't belong with a person who was supposed to keep us all safe.
Let's just say they had an us against them complex.
Student pilot here with 15hrs. ATC is by far the part I fear the most about flying. Thank you for all of these informational videos. I'm sure with more practice, I'll get better.
Anyone looking to learn about the ATC perspective should check out the Opposing Bases podcast. Two controllers who are also pilots help to prove that, yes, ATC does want to talk to you!
Solid advice, OB is excellent, and actually a lot of fun, too! 👍😎
100% agree. Listening to Opposing Bases is one of the best things a pilot can do to improve their use of the ATC system.
Thanks for the tip...always looking for a new & interesting aviation podcast to listen to.
Retired controller and ATP pilot here. You’re speaking the truth. Most controllers would be happy to chat with any pilot about how ATC works. I know I am.
PTAC ,that is a lightbulb moment for me….. well done.THANK YOU
As a corollary: Speaking of the six different frequencies, don't get alarmed if you clearly hear other airplanes talking to the Center controller but you are unable to hear the Center. Those six different frequencies can have many, many different transmitter sites - some of which are beyond your range of reception. Just wait, the controller will transmit to you on the proper transmitter.
The PTAC tip is a great one for the USA.
It might be interesting for you to know that long approach clearances are a very American thing. An example in most of the rest of the world: “Turn left heading 240 degrees, cleared ILS runway 27”. If they need to adjust your altitude, speed etc it’s usually in a separate transmission which works very well for both pilot and controller.
Same with CRAFT
Here in Australia we often don't have the "frequency" portion in our departure releases.
@@glennwatson I like the frequency aspect because one of the busier parts for me is that right after takeoff portion trying to do all the climb checklist and setting up to get to cruise and whatnot so it lets me get a bit more prepared beforehand. But I guess you would kind of already know the departure frequency anyway.
As a controller, this makes sense to me. The issuance of the aircrafts position in the clearance is an antiquated procedure. Every acft has GPS now
I la
I'm confused because that's what they do for the class C airport near my house. I'm not IR rated yet, do airlines not intercept a localizer?
Called our tower's controllers over the phone last week, was a good experience I really wish we could do tower tours hear so my students could meet the humans behind the voices
Only time I ever flew to Texas, I didn’t understand a single word the controller (Fort Worth center IIRC?) said to me in the first clearance 😂. We shortly thereafter started talking deliberately slowly and clearly to each other! Haha some of you guys there have crazy thick accents 😜
We don’t have an accent. You do 😂
in canada most of the time when they're on multiple frequencies they can patch the radios together so you hear all traffic on all frequencies, it's pretty neat
This is normal in the USA as well.
Here in the UK, we call the practice "band boxing" for some reason.
Wow! All four at the same time?!
As a retired Air Traffic Controller it's nice to hear that things haven't changed much. I agree with most of what Mike said and I would ADD, when in Doubt or cannot remember Aviation language, just revert to plain English language but try to BE concise...also as I am Taildragger pilot, I always remind ATC, "I'm slow while taxing I'm a taildragger", just in case they expect me to exit immediately so they can PLAN for their traffic sequence behind me, example: someone landing or someone waiting for Take off while I'm still on the runway taxiing as I'm not able to see ahead of me because i"m a taildragger.... something they might not understand unless they are pilots and most of them are NOT...Keep the videos coming, I'm enjoying them!
This is great! Thanks so much! I struggle to understand when the ATC starts talking at jackhammer speed. I saw a video where a pilot radioed to ATC: "Sir, do you hear how fast I'm talking? That's how fast I can listen..."
Hi. After three and half decades in aviation…. I would recommend that every green horn watches this video. It’s that good. Kudos.
Wow! Thanks so much. Really appreciate it!
As a controller of 10 years I 100% agree with all things stated. Most important is getting flight following in busy airspace. It helps me plan for other plans instead of issuing traffic and trying to avoid being close.
As someone flying around in the LA basin in the early 80's I can tell you that despite what he says is happening now it was very clear back then that approach controllers didn't want to talk to you and could be quite snarky.
We spent most of our time flying around what were called TCA's and TRSA's at the time because going through them, even near the top of their limits as a VFR pilot was very hard to get permission to do.
There was a VFR corridor over LAX that was widely used and welcomed by many.
Oddly enough in 1985 during my long solo cross country as a student pilot I chose to go to Las Vegas, it was a classification of TCA at that time at which student pilots were allowed to fly into, obviously LAX was not.
Not only was the controller friendly there was hardly anyone on frequency and Las Vegas had a very small fraction of the traffic they get now.
He vectored me right to a final for the airport and had me call the tower and I was cleared to land, it was the first time I experienced that and I was pretty amazed by the whole thing.
When I went to leave the ground controller gave me a bunch of different taxiways to follow to the runway and I didn't have a diagram of the airport so I let him know that and he was super nice and guided me to the runway.
@@bruce2357 I agree some controllers are different and old grouchy. Times are very different too. But with the standards now and how advanced out radar is has made talking to all my vfr much easier especially when they are near my final. Sorry you had some shite controllers back in the day. Times are changing.
It may not be possible right now, but when things get back to normal, I highly recommend touring an ATC facility. Go to a center, approach control or tower you fly through/to and chat with the controllers. See what they are looking at on their scopes or out their window. It will help to have that perspective when you are communicating on the other side. Ask questions and have a conversation. The controllers will probably ask you questions too and get some insight on how to make things easier on you while you are flying the plane. You can see the airspace and how certain procedures work that might make it easier to see why ATC does certain things a certain way. We have had some great conversations with pilots who have visited the center and there is always something to be learned by pilots and controllers. You can just call a facility and ask them about setting up a tour, once everything gets back to normal of course.
Thanks, Charlie. Great video. Big thanks to Mike as well.
PTAC is simply…
-Verify in your head that the position is indeed where you are
-Turn in the direction they tell you to in order to intercept the approach (confirm this in reply)
-Confirm altitude (confirm this in reply)
-Cleared for the XYZ approach RWY 01 (confirm approach and exact runway in reply)
The parts you are confirming are all for safety and to ensure what ATC is seeing is what you’re getting ready to execute.
As far as the flight following initial contact with ATC… you can just lead with, “Cessna 12345 with request.” Then when they come back you can give position and that you request flight following to wherever you’re going. Especially in hectic airspaces, saying your N number and “with request” is all you need until their attention is on you.
Excellent video and the editing continues to be on point!
@@glennwatson CRAFT is the IFR clearance given before you leave the ground typically unless you pick up a pop up clearance on the go. PTAC is for your clearance on an approach. They’re both for clearances, just different parts of the trip.
@@glennwatson Oh, I see. Do they expect pilots to know which departure frequency ATC wants them to use?
@@VictoryAviation Apologies, realised I replied to the wrong person there :) So deleted those comments. Someone was commenting how PTAC wasn't used elsewhere in the world.
@@glennwatson oh, no worries. I was a bit confused lol
As a center controller, it is very helpful for you to give your position in your first contact. I have multiple transceivers hundreds of miles from each other, I can receive on all of them at the same time but I can only transmit on one of them at a time. So if I don’t know your position, I just have to cycle through all 6 (in my case) transmitters until you can hear my transmission. If I know where you are I can go straight to that transmitter. It creates a lot more work and then more back and forth.
excellent points. thanks for the information
@Airplane Academy. I love the subtle F16 in the transitions. You made my day!
Just want to say that your visual editing is top notch. the content is always great - seeing the presentation at this caliber keeps everything engaging even if something isn't entirely relevant to me. CAVU!
Great tips. I pass this advice to students and my FO’s.
Thank you for the information.
I got my private in SA and have been flying here for the last 5 yrs. I'm working on Instrument now and have probably talked to Mike many times. I'll keep these things in mind, good to know that hes here watching out for me.
As a pilot, CFI and former controller, this is all true! Not only does ATC want to talk to you, they WANT to HELP you. They don't want to teach you how to do things (like where is the "ident" button), but they are there to assist pilots. New pilots are especially intimidated when talking to ATC, but just remember they are there to help and to keep people safe. As a controller it would drive us crazy when there was some guy out there scud-running on the very limits of the class B/C/D airspace, doing all he could to get around controlled airspace without talking to ATC. It just seemed silly to us that the plane wouldn't talk to us as we'd be happy to clear the plane through on a more direct route if he would just talk to us and tell us what he was doing.
This may best your video to date. Very very very informative. Thank you!
Wow! Thanks so much. Really appreciate the feedback.
PTAC! This is a game changer. Thank you sir.
I'm still putting off doing radio calls as a student helicopter pilot.... it is so intimidating and I don't know why... I probably can do it and this video gave me even more confidence!
This is one of your best that I've seen so far!
Thanks so much!!
My instructor always told me when contacting ATC for VFR flight following mid-flight, to start with our call sign and that we had a VFR request when first contacting. That way they pretty much knew what to expect and would get to us when they had time.
I fly out of a towered airport that is usually very dead, but at times of the day traffic gets super hectic all at once (no radar, Parts 91, 121 and 135 operations). If I notice it might be busy at all, I always listen for a moment first and then call ground or tower (whether outbound or inbound) with just my callsign in case they are busy at that moment and I didn't realize it. I also slow down at the beginning using their callsign, and continue by enunciating my callsign clearly, so they both have time to realize I'm calling them, and so they can catch my callsign. Once I'm on with them I talk faster when it's my turn.
You are soooo right about ATC sending so much info all at once, to funny!
This is one of the best ATC videos. Thanks!
Thanks Mike - glad it was helpful!
Excellent information!
YOU ARE SUCH A GREAT TEACHER! THANKS SO MUCH!
Thank you!! Really appreciate i!
On point #2 I've heard ATC likes: 1. Call sign 2. Position 3. Then say 'IFR/VFR request'.
Very helpful video! Thank you.
Sure thing! Glad you enjoyed!
I have to give you five stars,⭐️⭐️⭐️⭐️⭐️ thanks for putting out the information that’s great to know.
Thanks so much! Really appreciate it!!
Great tips!
Informational video.
This is awesome advice. Thank you. I haven't even had my first lesson yet. But, I've spent a lot of time in the past year watching flightradar while simultaneously listening to live ATC communications. To me, I think one of the most intimidating aspects about the possibility of learning to fly in the near future is developing the ability to understand those radio transmissions. I'm getting a little better, but a lot of the time it still sounds almost like a foreign language. Lol
Its a bit overwhelming at first, but it just takes a little time. I think almost everyone struggles with the radio when they start out.
As an OLD center controller, at certain times of the day I would have up to 7 sectors on one scope and each had a VHF and UHF frequencies so up to 14 transceivers at one time. Busy times.
Great video, I have struggled with remembering some of the approach clearances recently since they seem like so much at once. This definitely put things into perspective. I have my instrument checkride on Monday as well, wish me luck!
Best of luck! Let me know how it goes!
It is interesting to listen Kevin and Jaimie (310 pilot) and how they talk to ATC, both of them being controllers. They communicate the way they would want to be communicated with.
PTAC is very helpful. Great video! The only thing I will say is that some controllers give off the distinct vibe that they do NOT want to talk to you, despite what Mike says. Like any job, some people are better at what they do...
Well done!!!
Commenting on the PTAC thing, the turn to intercept the approach final has certain rules. It will always be 30 or 20 degrees from the final approach course, depending on where you will intercept, relative to the approach gate. Either inside or outside of the approach gate.
This is great stuff. I've always been so intimidated on the radio.
Going on my first instrument cross country tomorrow. PTAC is a great thing to remember.
Nice! Let me know how it goes!
Nice job, Mike. Spot on. I’m a professional pilot and I cannot tell you how many “professional pilots” key the mike upon tuning a new freq in without waiting to see if there is an ongoing exchange already in progress. Even if it’s not on your freq I could be on another freq. Some exhibit the same Walmart customer behavior you see all the time acting like they are the only one in the sky. Always good to understand your situational awareness and have SA of ATC too.
This is awesome feedback!
Working FSS my airport is in the Centers sector 4, I've had Center answer the inter-facility phone as sector 3, 4, 15, and 16. He was covering 4 sectors with at least 10 frequencies.
I just completed my IPC from Addison as well as a few VFR flights. Let me tell you... the DFW class bravo is unlike any place I've ever flown. Flight following with regional approach is basically an IFR flight plan being flown by a VFR pilot. It's a great service but can catch some pilots off guard if they are just expecting advisories.
My gosh, I wish I would have known Ptac when I was flying. I always just contacted ATC and said," Call sign with request," They were always helpful. I was only turned down once for flight following with a kind reason why it was not possible that day.
It is all about communication. As more we use the system as more we get familiar and faster with it. It is like riding a bicycle. So yes if someone even has a bad Antenna for example they will have trouble hearing things so be patient and communicate clearly, if you miss a thing just say it that you where unable to understand or had issues hearing it.
Please thank your buddy from all of us! This vid is archived and saved.
This was extremely helpful. I’m a low hour pilot wanting to start my instrument rating soon. I’ve been trying to use flight following more. I couldn’t understand when I heard the controller, with no response. It almost made me nervous, because I thought there was more traffic near me that I wasn’t seeing. Very useful content. Keep it up.
Thanks so much! I'm glad it was helpful!!
Question- I’m IFR rated pilot- on vfr days, would ATC prefer I fly ifr or vfr flight following??
@@MrBenkix I would say VFR flight following. Less work for them??
Your “What to say on initial contact” for VFR aircraft is spot on, especially when it is busy...so, pilots, please listen to the frequency for 15 seconds or so to see if the controller “sounds” busy (keep in mind frequency congestion is not always a perfect indicator of how busy a controller is), when trying to establish contact with ATC do exactly what the video says then wait. The controller has heard your call (in most cases) and will answer when ATC’s traffic situation permits. After ATC calls you back, start with Type, Point of Departure, Destination, Position, Direction of Flight, and Altitude. Your point of departure is important for opening and closing flight plans here in Canada. It also give ATC a preview of what direction you are likely flying.
Great video. I wish we had RUclips when I was controlling. This is a much better way to share information than the annual Rust Remover or Winter Ops briefings.
Awesome 👍
Years ago (before 9/11), I was in St. Louis on business and, on a whim, I used the phone at the base of the Tower on Lambert Field to as ATC for a tour. I was a student pilot and knew from conversations with pilots that ATC really liked the idea of improving the Pilot/ATC relationship. The request was granted and I was shown around the various work stations by the Supervisor and received a brief tutorial on how ATC functioned. It was great. Something I will always remember!!
Awesome! You'll never forget that. Very cool.
@@AirplaneAcademy Even cooler was the fact that, at the time, McDonnell-Douglas had a facility next to the field. She brought me over to one scope and said "watch this". The scope was tracking a flight of a single F-15 and it went stationary. She said "he's going straight up over the top of our air space". Wayyyyy cool!!
"ATC wants to talk to you" The guy on 125.1 in nor-cal is the guy that disliked this video because you said that
I trained at a class C. I was told to cold call first. So for a flight following I just took off from a non towered airport. I call the appropriate approach and say “good afternoon XXX App, N12345”. That’s it. They will then call you back. At that point they are ready for all of your info. “N12345 just departed XXX climbing through one thousand one hundred VFR to XXX. This also applies for every flight calling clearance delivery. Don’t just start blurring out all the info. Cold call. “Good morning clearance delivery N12345”. They will call back and then you call for your clearance. If you just start blurting put all the info whether it’s clearance delivery or app you might catch them off guard and now you have to repeat it all over again
ATC and Ground at our Charlie airport at John Wayne talk so fast. They have many aircraft they have to deal with and they have to go at a fast pace. You hear you Tail number and Try to listen and they want you to speak back quickly. I am like trying to process what they just stated let along state back the instruction so I end up stating " Say Again" When I go to the Delta airport in Fullerton, it's like they are super nice and speak slowly or at a normal flow.
I agree on the flight fallowing request to be slower! I have had better luck and they still ask questions anyway.
1) Had this experience coming into the LA basin from the Central Valley. Took off from an just north of Avenal (AVE), picked up a V107 and was doing a climb up to 11,000ft to get over the mountains. I'm about 20NM still from the FIM VOR which is itself outside the Mode C and 34NM from LAX and just made the change over to the Bravo frequency thinking I'll start listening in and contact them in another 10NM. I catch the tailend of a transmission to an RJ about a someone they're not talking to and they're not sure what they're doing and routing the RJ around them. Remember thinking someone had busted a bravo and was gonna be in trouble when they landed. That is until the next RJ came on a few minutes later and the same conversation was had but this time I caught the position and altitude and was like... that's me. I sheepishly called up and said "pretty sure that aircraft you're not talking to is me and here's what I'm doing, sorry I hadn't planned to contact you for another 10 miles." The controller laughed and was actually pretty great about it. Said I was fine, I wasn't doing anything wrong, they just didn't know what I was doing and I happened to be in their arrivals corridor so they had to route planes around me until they started talking to me. I came to my own conclusion that I should have contacted them earlier and later when I reviewed the maps and the STARs for LAX, realized I was in their way for a good 20NM when I contacted them so decided next time I'd contact LA center well in advance.
3) I used to call up and give all my information. Habit I picked up in sleepy Charlie airports like KSAT (actually got my PPL in the San Antonio area). When I moved to SOCAL and had to talk to SOCAL approach to get anywhere, it broke me of the habit. So many times I'd call up and give them everything just to get an "aircraft calling standby" or requests to repeat some portion of the information because of #4 they were talking on another frequency. Now, unless I'm talking directly to tower (e.g. a Delta airport), my first contact with an inflight request is always " request." That way they know if I'm looking for something VFR or need something potentially more urgent with IFR. When they get back to me with " state request" I can give them all the pertinent details of where I am and what I need.
As an approach controller, we call it a PHAC(IAW 7110.65) position, heading, altitude, clearance. Used when you are NOT on a segment of the approach.
VFR flight following: if your listening and it’s busy, callsign only… if it’s slow, c/s and position.
MOA’s/Restricted: if you are VFR we will let you know.
Aviator, Navigate, Communicate
Hope the fly boys watch and read!👍🏼👍🏼
As a controller and pilot I may have some valuable insight to for some.
P-position this is a holdover from pre-GPS days when pilots that were taken of their flight plan route in IMC conditions had no idea of their position because they were bein vectored as opposed to navigating with a VOR.
T-Turn. This one is pretty obvious
A-Altitude. Controllers are responsible for terrain and obstruction clearance for IFR aircraft they are vectoring until that aircraft is established on an approach then the procedure is protecting for terrain/obstructions. Therefore, the altitude is typically the MVA(minimum vectoring altitude) or crossing altitude of the FAF, whichever is higher.
C-Clearance. This one is also self explanatory.
As a controller I am usually just listening to make sure the pilot reads the numbers back. Example: “100, 2,000’, ILS 7R”
Lastly, on calling up the get flight following I like pilots to give type and tail number, that’s it. Example: “Approach, Skylane 12345”. This way if I’m busy and don’t get to you right away I will usually say something along the lines of “skylane looking for flight following say you callsign again”
PTAC ty!
Another great video. I'm just a sim pilot, but when you said instead of saying all this stuff for flight following just announced your position and who you are but what is the squak code for then isn't that what they give you for flight following
New pilots!!! Flight following is your best friend!!!
Awesome 😎😎😎😎😎 information
good stuff
Great video!! Thanks for the information!!! I actually fly mostly non towered and I hate calling ATC because I always miss information and have to ask to repeat
hello this is my first ever reply so hope it help. Im a commercial helicopter pilot and have owned a robinson R-22 for many years that I keep at home. I used to hate talking to ATC then I realized its alwys the same phrasology every time. it's who you are, where you are, and what you want. try this it helps me before you que the mic look at your compass the tail of the plane on your compass is WHERE YOU ARE north, south, east, west, then look at your gps and see how far away you are. so when you caal the tower its WHO you are, WHERE you are, WHAT you want. Say Owensbor tower Cesna ktb23 then wait for tower then say cesna ktb23 8 miles south request transition to north then wait. then just ackowledge what they say. I hope this helps
@@chrisconkright5892 thanks! I'm just a little new still and hate when I miss something and have to ask them to repeat
As a retired (36 years) USAF, USN & FAA ATC (terminal & shipboard controller, sup & ATC manager) I'd say the controllers advice was perfect. Thanks for sharing and if I may, here's my nickel.
If you are even thinking you might be having a problem or are lost....don't think, call ATC immediately, don't delay, tell them your issue and ask them to help. It shows wisdom not anything else. Controllers are there to help and serve you....Do not delay. Why?
In all my years of working airplanes, there were only two times pilots crashed while I was working them. Both were low time, VFR only qualified pilots and both were flying VFR at minimum altitudes to get somewhere 'because they felt they had to'.
Both accidents were during the evening hours, just about sunset. One called for VFR flt following during the winter of 1978, wide area snow cover on the ground. The pilot told me he was flying from TEB to MPV and I had a lot of PIREPS on turbulence over the mountains running north to south between NY & MA/VT. The pilot disregarded my repeated warnings that there were severe turbulence reports over the mountains and I even suggested he land first at Pittsfield airport and I suggested again that he might land at North Adams, MA, directly under him, until the weather cleared up....He refused. He crashed just east of GFL and three of the four passengers died.
The C-177 RG apparently hit a downdraft on the lee side of the mountain, flipped over, hit the trees and we learned later that the two front seaters apparently died instantly. The other couple on board, a husband and wife were in the back seats. The husband in the back got a broken back in the crash so the apparently un or less injured wife in the other back seat climbed out of the upside down a/c, somehow found a highway and flagged down a motorist. About 1 am, a F-111 out of GSS was called for the SAR and using its thermal imagery the F-111 located the a/c about 2 or 3 in the am. Ground S&R could not arrive until light. The husband with the broken back reportedly froze to death in the back seat.
The other was a very low time private pilot who was flying from SYR to BOS with three of his schoolmates, going back to school. He called me for VFR advisories (both did actually) and the student pilot was flying VFR, and due to minimum VFR conditions, was 'scud running;, as the sun was setting. It appears that the clouds were so low he could not stay clear below them so he was perhaps flying in the valleys. Apparently there was no way he could get VFR on top. He must have not been able to see the hills as the sun set and hit 50' below the top of a low mountain in VT. All four on board died. Controllers really want you to be safe. Please plan well and call early.
I like your videos they are very educational for people who are learning how to fly like me. I also want to become an aircraft mechanic
Retired ATCO. Excellent.
As a CFII, I'm so sorry that you weren't trained on how to parse and acknowledge an approach clearance. That's no place to be saturated with extraneous information. In practice, since you'd have already briefed and memorized the approach (how low, how long, which way, how high), you can anticipate the final approach clearance well before it's issued. Then, you're exactly right on the salient bits that you need to read back. But, the ATC transmission itself should just be confirmational.
You have very good advice. I do think there are regional differences in how ATC handles flight following requests. I fly in the SF Bay Area NorCal approach. They want the entire request the first call. I often see RUclips videos with a wake up call to ATC and I always think if I did that I would get my head bit off! I think if they aren’t ready for you they will tell you to stand by or just ignore your call.
Around busy class C in Omaha they won't chew your head off but they also generally expect the full request all at once.
In the Salt Lake Bravo, they get annoyed if you aren't sensitive to how busy they are. If it's nearly dead and you just do your position report, they're annoyed. If they're busy and you read a book detailing everything you want to do, they're annoyed. I've been chewed out for both. I've learned to adjust my initial call based on how busy they seem to be and then when I do speak, regardless of how busy they seem to be, I am very concise.
I’ve also noticed I get more respect now that I’m flying a 210 instead of a 172. I would never be offered a bravo clearance without asking in the 172 in the 210 it’s offered most of the time.
I live about two hours south of you driving. So I fly to CLL A few times a year now just to go eat at the new Airport Grill. Now my plane is pretty slow it’s an experimental zenith, and when you make a call like you always do about 10 miles out that basically means I’m still about 9 to 10 minutes out and you’re flying a straight in approach which to me should be pretty straightforward with no other traffic in the area and the radios fairly quiet they will put you over the top of the VOR and then bring you back for right traffic and then for Left traffic it’s just a lot more hassle than it’s worth at times. I do understand though I’m blistering through the air at 60 miles an hour I do take up a lot of time but i coordinate my arrival with a time that they do not have much traffic. And basically that’s the only tower airport I ever go into as a i fly off my own private strip.
Adding TAC to my CRAFT blocks on my flight log!
An Item I use for Flight Following is Facility, Callsign, location (optional though it does help to identify the ATC to where you might be on the scope and the word REQUEST. Then wait.. they might not hear anything by request but they always get back to me.
But remember, if you do not begin rolling right away when they say 'no delay' your CFI will take control, get you out on the runway, push full power and shock you with, 'Your controls.' What??? Interesting scenario that happened to me and I have worked for years with air traffic controllers. Needless to say, it wasn't my best take off.
The one I heard years ago was PHAC
POSITION
HEADING
ALTITUDE
CLEARANCE
The “PTAC” approach clearance phraseology was made this lengthy for legal reasons after the FAA accepted partial responsibility for the crash several decades ago when a commercial airliner descended into Mt Weather (1974 TWA514) on approach to IAD. The approach clearance in those days did not assign an altitude to maintain until established on a published segment of the approach. The captain insisted to descend to the FAF altitude instead of the last assigned altitude until GS intercept. ATC phraseology changes as accidents/incidents occur.
I typically let them know while I am approaching their zone, but not entering, that I am monitoring. It's a brief call. In Canada, NAVCAN has been reducing the number of people in the towers of smaller regional airports and in symposiums suggested that if we aren't entering their airspace, to not communicate with them. It's nothing for me to just tell them what I'm going to do for their convenience. If it's C class, their response won't be something I rely on as permission to enter.
Air traffic controllers are awesome ✈️👏🙏🏻😎
Most of the info covered here is in the AIM.
Hey great video man! Hey just a suggestion, if you throw a ND8 filter on your front camera it'll get rid of the banana prop effect, works very well!
Thanks!
@@AirplaneAcademy no problem bud, here is one of my videos if you want to see the difference if you haven't seen one yet.
ruclips.net/video/Uh95625S0JE/видео.html
The USAF was acronyms all day every day even when discussing the outskirts of classified. (HUMINT). We let the receivers eyes indicate expansion on instruction. It can be a trap as you think your in code mode but certainly not. Easy code to crack. I do remember no one used the SCIFs not even Sr leadership. They thought talking low and fast was good enough. Probably is 90% of the time.
Just added info, in Australia, some of us control on up to 20 frequencies at once
Listen to ATC at a busy airport, LAS.
A. YOU are responsible to contact ATC first, that is standard ops procedure...if they do not respond, then you should wait a bit, then retry until you get them. B. NEVER commit clearances to memory only, always have a way to jot them down on a tablet or paper C. you never need to requests VFR flight following unless you departed an non-towered airport and have not contacted en-route or terminal ATC yet. As soon as you talk to either you will be on their radar for following as long as you maintain altitude high enough for them to see you. D you can always ask for a repeat, but if you want to be more professional WRITE down what they are saying so you don't have to. E. ATC is not responsible for the safety of the flight, the PIC is...this means it is the PIC that must declare any emergency.
Also, best to clarify as sometimes ATC makes a mistake and might correct it. André
Two things: If you are already established on a portion of the approach, such as in a holding pattern on the Final Approach Course, the approach clearance should simply be "Cleared Approach."
The reason it is good to announce your position when enroute is that there are several transceivers for each frequency for that facility and knowing where you are can allow them to transmit through the one closest to you.
No the position is so we can put you on the right frequency. The ones on the charts are just for the general area and don't depict specific sector frequencies. Our transmitters also simultaneously transmit on all sites, we don't have to select them manually.
@@kewkabe That's good to know. The equipment has been improved since the old days when I was learning this stuff...
And your Double II instructor never told you all communications involving Clearances come in a specific order. That was one of the very first things my instructor imprinted on my brain.
Which I pad do you use? Looks like iPad mini? Do you wish you had a bigger one?
I’m in the market for an IPad but not sure which one to get. Cockpit size similar to C182
You should make a video on the iPad!
Good question - I use a mini and I think it's the perfect size. I used to use a full-sized ipad and the screen real estate was just overkill. Plus, I mounted it on the yoke which really got in the way. I even tried the yoke mount for the mini for a while and that still got in the way (mostly on landing... so I'd have to detach the mount for landing which was annoying). So now I have a mini mounted on the side of the windscreen. I'm trying out a new ipad mount right now that I really like and am planning on doing a video about that soon. Hope it helps!
Another thing is departure clearances.
USA: “N12345, cleared to x airport via x departure, x transition, then as filed, climb and maintain 6000, expect 12000 10 minutes after departure, departure frequency 123.45, squawk 1234”
Heathrow: “Cleared to x, ULTIB1J, squawk 1234”
Some airports might give the runway, or initial climb altitude, or departure frequency. It’s more likely that all of that info except the climb altitude is in the ATIS.
While individual controllers in the US are generally great, the system is needlessly complicated IMO.
CRAFT for US IFR departure clearance is like PTAC for approach clearance...most EFB scratchpads have a CRAFT page:
C leared to KXZY, via...
R oute (maybe just "as filed" or ending with it)
A ltitude (initial cruise, often with "expect NNN (higher) after ten minutes"
F requency for departure controller
T ransponder code
@@MargaretLeber nice, thank you.
Some atc like cold calls some dont.
Hi Charlie, been watching your videos for a lot now, please reduce the amout of videos with these types of titels: This is what he wants you to know. This is a great trick. You can't believe what i found out... These titles are sort of clickbaity, you don't need it. Thanks and keep it up.
I'm studying for PPL and my fear is that I might not fully understand what ATC says. English is my second language, and there's no problem in a conversation, but these radio communications with ATC sometimes are too fast and I feel it's really hard to understand some words.
If you can't make it as a controller you can always be an auctioneer. 6 different frequencies? How can you possibly keep track of all that?
Of course ATC wants to talk...they can't do their jobs if you are not talking to them. Always listen to the channel first, if busy, then make your first contact SHORT. "Cirrus five-charlie-zulu, request" or "Cirrus five-charlie-zulu, approach control" they will then ask you what you want, instead of you dumping that information up front. You NEVER need to request VFR flight following on departure...the first time you contact departure they will give you the next frequency on your route and after you make that contact you will continue to be followed.