Radio Calls Good radio calls not only sound professional, they help ATC and alleviate stress in the cockpit! What ATC need to know: This is easy; all ATC want is your intentions, your position (if applicable), and what clearance you may require. This applies to any flight from anywhere to anywhere where ATC (or Flight Service) is required. Other relevant information that may be required is persons on board (POB). Some Basics: On first contact with any ATC or Flight Service Centre the name of the centre being called should be used. All subsequent radio calls will omit this and start with the aircraft call sign. Let s now look at the initial calls and responses for doing circuits at Launceston. After start up, listening to ATIS, run ups etc and when ready to taxi: Launy Tower, Mike Kilo Quebec with flight details for circuits Please note: It helps with ATC paperwork if this initial call also includes whether the flight is to be inside the zone (circuits) or outside the zone (the training area, going on a navigation exercise, departing for another destination or going on a local flight etc) Mike Kilo Quebec this is Launy Tower, go ahead details Read back Requirements Mike Kilo Quebec for circuits, 2 POB, request taxi clearance received (ATIS code) Before we go any further with basic calls it is important to understand that some instructions issued by ATC require reading back to the controller. This read back requirement is to make sure that there is no doubt what has been said! Items that must be read back are as follows: Runways and holding point clearances Airways clearance instructions including heights given Instructions specific to keeping clear of other aircraft QNH Radio frequencies Non specific instructions and general information does not require a read back. Some examples will be given later. A complete sequence of radio calls for circuits: Launy Tower, Mike Kilo Quebec with flight details for circuits
Mike Kilo Quebec this is Launy Tower, go ahead details Note: if the tower is busy you may also get Mike Kilo Quebec stand by in which case you remain silent until contacted again Mike Kilo Quebec for circuits, 2 POB, request taxi clearance (this is your intentions), received (ATIS code) Mike Kilo Quebec clear taxi holding point alpha, runway 32 left, time... (time accurate to a half minute is always given by ATC to aircraft on their first clearance so pilots can check that their watches or clocks are correct) Mike Kilo Quebec clear taxi holding point alpha, runway 32 left Note: This is NOT a clearance to enter or cross a runway! You must not proceed past holding point alpha. Note 2: You are not permitted to enter onto a runway or cross a runway without a specific clearance! After receiving this clearance you can taxi out off the airport apron onto the taxiway and proceed to holding point alpha. You will still need an airways clearance and a clearance to enter the runway and take off. When ready and usually somewhere along the taxiway you can then request an airways clearance. An airways clearance is the instructions given to operate in controlled airspace (CTA). Mike Kilo Quebec request airways clearance Mike Kilo Quebec clearance is to operate in the circuit area not above 1500 feet Operate in the circuit area not above 1500 feet, Mike Kilo Quebec Note 1: Calls to ATC start with the aircraft call sign, calls reading back clearances end with the aircraft call sign. Note 2: This clearance still DOES NOT give you permission to proceed past the holding point! On arriving and stopping at the holding point and after performing all required checks: Mike Kilo Quebec ready Mike Kilo Quebec line up behind the A320 on final Line up behind the A320 Mike kilo Quebec Note: line up is a clearance to enter the runway to line up prior to take off. Take off clearance will be issues shortly, in this case when wake turbulence has had time to dissipate. Mike Kilo Quebec clear for takeoff, make left or right circuit Note: make left or right circuit does not need to be read back and this means you can choose either left or right circuits! It is also common to get a specific circuit direction, ie Mike Kilo Quebec clear for takeoff, make right circuit In this instance the right circuit is a requirement and needs to be read back: Mike Kilo Quebec clear for takeoff, right circuit
Once established on downwind: Mike Kilo Quebec downwind for 32, request touch and go Mike Kilo Quebec clear touch and go Note 1: Clear touch and go may include a specific circuit direction and this will need to be read back. Note 2: Traffic may dictate that a different instruction is received from the tower, some examples are: Mike Kilo Quebec continue approach simply means that a clearance to use the runway is not available but is expected to be available by the time you are on final, Mike Kilo Quebec continue downwind until advised probably because another aircraft is expected just before you, Mike Kilo Quebec make one left orbit speaks for itself! In each case the instruction will need to be read back! An orbit should not be a tight turn! An orbit would be expected to be a rate 1 turn (2 minutes) Mike Kilo Quebec clear touch and go (or other instruction) The above basically covers what may be said in the circuit area however some other information may also be passed on. Some examples are as follows: Crosswind component (if above 10 knots), change in ATIS, runways lights being on, bird hazards etc. Normally this information does not require a read back but it does require an acknowledgement (aircraft call sign). Remember though, if the change is QNH, QNH is a required read back item! On the final circuit, instead of requesting a touch and go, request full stop. Remember also, it is simple to ask for a variation (your intentions). Some examples would be stop and go, land long, simulated engine failure after takeoff. It is also a good idea to tell the tower when doing glide approaches or low level circuits. This stops the controller wondering what is going on! A Complete Sequence of Radio Calls for Departing the Control Zone Launy Tower, Mike Kilo Quebec flight details outside the zone Mike Kilo Quebec, Launy Tower, go ahead details Mike Kilo Quebec for the training area, 2 POB, request taxi clearance, received (ATIS code) Note: if you are going to another destination the call would be Mike Kilo Quebec for (Destination) request taxi clearance. If the other destination is via a turning point the clearance request would be: Mike Kilo Quebec for (Destination) via (turning point) request taxi clearance. It will help if your turning point is an obvious point on an aeronautical chart! If your turning point is somewhere obscure like Granddads Farm you can state preferred outbound track. Mike Kilo Quebec for Devonport via a point west, outbound on track 270 Note 2: If you are leaving the zone you always include your first point of landing, if doing a local flight (other than the training area) it would be Mike Kilo Quebec, Launceston for Launceston, outbound via... Another option is to simply track out of the zone via a VFR reporting point and in fact this is what the tower may request. Mike Kilo Quebec clear taxi holding point alpha, runway 32 left, time... Mike Kilo Quebec clear taxi holding point alpha, runway 32 left
Mike Kilo Quebec request airways clearance 2500 Mike Kilo Quebec clearance is track to the training area via West Lagoon not above Via West Lagoon not above 2500, Mike Kilo Quebec Mike Kilo Quebec ready (At the holding point) Mike Kilo Quebec clear for takeoff, make left turn At or approaching West Lagoon the tower should make one final transmission Mike Kilo Quebec at West Lagoon frequency change approved Mike Kilo Quebec Note: As clear close this frequency is not a clearance and does not contain another frequency it does not require a read back! If the tower does not give the instruction close this frequency it is a good idea to report clear of the control zone: Mike Kilo Quebec outside controlled airspace Returning to Launceston from the Training Area Approaching a VFR reporting point the pilot should tune the ATIS and copy the information. Prior to reaching the VFR reporting point the pilot should first establish contact with the tower prior to blurting out a mouthful of details! Establishing contact gives the controller a chance to grab a pen and a flight strip. Launy Tower, Mike Kilo Quebec inbound flight details Mike Kilo Quebec, Launy Tower, go ahead details Mike Kilo Quebec approaching West lagoon at 2500, request airways clearance, received (ATIS code) Mike Kilo Quebec, track direct to the field on a visual approach from 2500 Note: There is a lot of different clearances that could be given but they will all be similar. You may also be requested to remain outside controlled airspace while other traffic approaches. In each case the clearance should be read back and followed. Some examples: Mike Kilo Quebec track via Perth on a visual approach Mike Kilo Quebec track direct to left base runway 32 left, report base Mike Kilo Quebec maintain 2500, track direct etc. Visual approach direct to the field Mike Kilo Quebec
After the initial entry clearance the tower will be watching out for you either by looking out the window or by using the radar. You can expect further instructions as you approach. These should be acknowledged and read back if required. Coming in from the training area is essentially the same procedure as coming in unannounced from another point of departure. After you need to nominate where you are going. This is not a specific clearance and this procedure seems to be at airports where there is not ground station. You may receive this automatically Mike Kilo Quebec taxi to park or if this is not received as you vacate the runway and enter the taxiway simply say Mike Kilo Quebec for the aero club (or similar). Operations where there is a ground controller as well as a tower controller Where there is a ground controller as well as an air controller all communications while on the ground are made to the ground controller. In Tasmania this is Hobart and Cambridge airports. At Cambridge airport details are given to the ground controller prior to taxiing. See ERSA Common Mistakes: Position reports: A position report MUST include an altitude. Two aircraft over the same point at different altitudes are obviously not in the same position! Reading back too much stuff: It is tempting to read back everything a controller says. This is what a lot of pilots do. Remember that only the following requires a read back: Runways and holding points Clearance instructions including heights given Instructions specific to keeping clear of other aircraft QNH Radio frequencies Saying too much stuff: Stuff like clear close this frequency birds on final crosswind is... lights are on etc should not be read back. Additional stuff like good morning or good afternoon is simply not needed and often these comments are not wanted either, especially when it is busy! Remember, a professional pilot only states what is required in simple English then leaves the frequency clear for other users! Not saying enough: Remember to state your intentions fully! Further Study: Radio procedures are described at length in the AIP