Class Delta ATC Radio Communications (Arrival) - MzeroA Flight Training
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- เผยแพร่เมื่อ 28 ส.ค. 2024
- Check out our newest Class D airspace video here: • How To Enter Class D A...
In the 2nd part of our video I'll show you some tips and tricks for an arrival back into a class delta airport.
Most ground frequencies 121.** - Brilliant!!!!! Never knew this
Yeah cuz they are VHF so you can expect it to start with 1!
I am learning at a Class D airport, and one of the most challenging and fun things I did before I solo'd was have the tower work me over for anything and everything they request including giving me light gun signals as a simulated loss coms. It was an EXTREMELY helpful day, and now I have ZERO fear about anything a tower will ask me to do. They had us do so many random manuevers and things that seem totally unnecessary but it was a really informative day.
Great videos!
-Graham
Most towers will do a lot if they aren't too busy, the controllers need practice too. I was flying out of MSN a couple of weeks ago and was asked if I could do an ASR approach for controller proficiency. If you ask them to throw you a curve ball, they probably will enjoy it.
+RADHAZ73 On my first visit to my home Class D tower they showed me the light gun. They had the signals taped to the gun and I asked about it. He said, "yeah, we don't remember them either," ha! I always have that VFR kneeboard handy in case I need to reference it.
When it comes to ATC communications, I'd suggest calling your tower on the phone and asking them if you could come up for a visit. They usually like the company, and you'll learn a lot by talking to them face to face. At my home airport, I learned that the controllers don't like "cold calls". They said it's a waste of a communication and just ties up the frequency. As long as you don't blast through your call sign as fast as possible, they are usually pretty good at picking up the tail number, and can get all of your information in one radio call. If they need clarification, they will ask for it. It was also helpful to take my students up to the tower to meet the controllers, and relieved the "intimidation factor" of dealing with ATC.
+Terrance Sheehan I've visited the tower at KPWK a couple times and it is an awesome learning experience. And you're right; I've had them tell me they'd rather have you just tell them everything right away: "Executive Tower, Skyhawk 87JA, 12 miles northwest with alpha for the option." They almost always get it all and if not they ask. Now, if I'm calling a TRACON or center for flight following I might just say, "Chicago Approach, Skyhawk 87JA." But even then, more often than not, they are going to know you want flight following. If they respond with something like "N87JA, Chicago Approach, O'Hare altimeter 3000," then they basically already know what you want. They do this all day long and as you said, unless you rush through the call they're going to get it.
@@neillaferty hey I took my discovery flight in N87JA out of KPWK! And now I'm doing my training at 10C
+1 to not cold-calling -- I am training at KRNT and they generally want you to keep everything in one call, since we have a lot of traffic there and people can probably cut you off when you release your PTT button and that usually confuses them.
Well to me this was officially the most useful ATC-pilot video I've ever seen.
Why are you so beautiful??
MrBoomoperator89 creep
thank you for your help with great knowledge , I am a pilot with 33 hours and now I am starting on flying a Cirrus sr 22 next week for maybe the next 40 hours , I am glad you are there to help me thank you for you videos you are a blessing.!!
+Steve Reid
Will that big club fit in yo airplane?
It’s absolutely frustrating how hard it is to get ATC radio communication lessons but this was very good as a start.
Hello! Talking to ATC can be one of the most intimidating things a student can do. One thing you can do to practice is when you're at home or on your commute just pull up liveATC and just listen in. The more exposure you get to the things that people say and when they see it the better. One thing you're gonna learn pretty quickly is that it's kind of like reciting a script. You'll figure out a cadence and routine to get yourself into. Getting over the stage-fright is usually the first step. Stay with it, and trust me EVERYONE makes mistakes on the radio. You'll get it!
Really helpful ! From a former student pilot, now retired, and having a blast with X-Plane. :)
Great stuff Jason
Coming up: Class Delta ATC radio ops someplace a little busier than Ocala. KRDG on a Sunday, for example.
Wow to of my favorite TH-camrs
Jason, I never knew what the controllers meant when they referred to ground as ???.x. Now I know and thank you!
students are lucky to have such an awesome CFI like you
Broooooo I am completely mind blown by know that ground for the most part is 121. something. I literally have the atis, ground, and tower frequencies as a screen saver on my phone to memorize them for my local airport but from now on I will always remember ground. Thank you! And as always...a a good pilot is always learning
Hi Hugo, glad you found the video useful. Be careful though, not all airports have ground frequencies that are like that. Thanks for watching!
Jason, i only have 200 hrs total time, but only 6 in the last 11 years. You video and others like it are just a fantastic help as I need to relearn so much. Thank you for the time you invested to make them!
Excellent video;: practical, live demo and nothing extra.
Thank you for all the great videos. I'm just getting back into the air after a long absence and I'm really rusty, especially with radio comms. Your videos are a great help.
All your videos are so informative and very useful. Thanks so much for what you do.
I'm fortunate to train at a Delta airfield so I started with this. Great explanation.
Most bizarre radio communication I had with ground/tower was at Honolulu Int'l (PHNL) class B. When you are taking off, you deal with ground of course, but then you monitor tower. The tower is so insane busy that they really don't want you jumping in to check in with them. Ground gets you to the hold short line, then a quick "blah-blah cleared to take off" and a response is all you get.
Another weird thing about that airport is that they have published VFR departure and arrival procedures. They're kind like the IFR versions, but landmark-based. The one I used on arrival brought me in low and over pearl harbor. It was amazing.
Excellent, excellent, excellent video. I really appreciate your videos. Just bought your "Understand ATC" course. I look forward to learning from it.
Thank you very much for these free lessons
Thank you very much for this vid. So so useful & i love all the text on the screen so i can understand exactly what is being said. Subscribed!
I'm a flight student in Miami and our home airport is Class D (KTMB) with an overlap of Class B. That being said you know we are on our A-Game when dealing with ATC.
Your information is soooo good that I am gonna be prepared when I get into flight school next year !
Really love the energy and information in your videos! Have watched so many of them!
Jason, love your vids--am finding them ever so helpful in getting back into the cockpit. (I've been out longer than you've been on this planet, I would guess.) I'm flying out of Whitted in St Pete (Class D). You have great advice as I relive the awkwardness of talking on the radio--I like your comfortable banter with ATC. One question. It sounds like you didn't follow your advice of Who, Where, What after cold call to tower? 1:56
One thing that I learned with one hour of flight time under my belt is that you should always fear the ATC ALWAYS !
Hey Alex! It's super easy to fee that way at first but there's really nothing to fear! their job is to help pilots, they may seem frustrated and annoyed sometimes but it's just because of how stressful it can be. They're on your side, nothing to fear we promise!
Great video - thanks so much for posting!
Left seat needs to stop hoggin' the conversation.
Great presentation and lesson. Really easy to understand. Thank you for taking the time.
Great video. I'm getting back into flying and this was great. Only thing I would add for the other students is to make sure you clear the runway before stopping to do any misc checklist items. (That day was no big deal because it was so slow).
was coming in to KFRG (republic airport, long island NY) and I called 15 miles away north. told me to enter right downwind for 32. start to enter the downwind on a 45 and she comes on screaming at me that she told me to fly east bound which would not make much sense because that does not put me on a downwind. I did exactly what she told me to do on the initial call. plus a cirrus passed 100 feet above me and no traffic callouts. thanks tower lol
I have had a 360 on final because of G-550 taking off in Delta airspace at KTIW. I have never been taught or even heard of it until I was on final and then the tower was like do you understand my instruction. I was like okay. I was about 2 miles out and so I did a slight climb and started my turn of 360 and cleaned up and then I came back around and did my touch and go. It was cool.
Thank you, I learn a lot today!
is it normal to not being able to catch all the things atc say when you first started your training?
absolutely
YES. 10000x yes
@@rontbaleilevuka Okay; I suggest what my ideas are: Obtain BC365CRS Conventional Desktop Scanner with correctly installed non-directional _hat antenna_ → They can be observed at many locations → has Inverted Cone Radials with single hot-wire which is the core of the Coax → Let it run 10 Hours after setting scanner function correctly: *All you will hear is looking for smooth air and radio calls such as
*N317 Victor Approach as published; Got any Pireps?*
I make this up for just here though listening to monitor and study how controllers are constrained to formal language → what are the tats?
Are you new jalisco?
just ask the ATC to speak slower
Get live ATC app and listen daily to your airport
So much good information - a lot of the nuggets that slip between the cracks. Thanks so much!!
Good job Jason...the voice of ATC at Bartow Tower if you ever want to visit!
Love the videos! Been absorbing as much as I can before training.
Very nice, Jason. I noticed when you stopped after turning off the runway to the taxiway, you didn't clear the hold short line with your tail. :)
Did you pop your door open at about 7:00? Not a criticism, just curious; never seen that on a normal landing. Sometimes I'll open the window if it's very hot outside but not the door. I know during a forced landing to crack the door open to make sure we can get out if the airframe is warped.
Thanks for the video communications.. Great Job!
Nice video Jason, thanks for sharing.
Great video Jason, keep up the good work.
Thanks very much, mate. I'm really enjoyed this video.
Very helpful, great job! Thanks!
Thanks and happy landings
Such a brilliant video!!
also, if tower gives you specific taxi instructions to parking after landing, AND does not tell you to contact ground control, there is no need to ask "shall we go over to ground?" Not saying you did this, just thought I'd mention.
Great video. Very clear communication! Well done.
That was absolutely great, thank you
Would it be possible for you to do a video on contacting center to find the status of a MOA or Restricted area? That would be real helpful.
If you're already getting flight following, just ask! "Los Angeles center, is [insert MOA here] active?" or "Los Angeles center, Cessna 1234 request transition through restricted area 4808 November."
I've been told while under flight following going around Fort Bragg, NC that the MOA is cold and available for me to go through.
You're such a great teacher!
Phenomenal instruction.
Hey Nathan, appreciate it! Thanks for watching!
Great video! unpretentious and very informative thank you!
good job
Thank god!
that was so awesome!
Towers thats speaks really fast frightened me. My brain would literally stop and say what
All a part of the learning process! Thanks for watching!
How do I know what frequency to change to?
How's your plane , was it totaled from the storm in Wisconsin?
Like the insert information
Great Video. Thanks
Glad you liked it! Thanks for watching!
Ease off on the ham, good man. I really like you, and your very informative videos, but remember that you are a source of info, not (yes, I must admit) just a charming personality and a TH-cam celebrity. Still, you rock. broski. :-) (say 'no' to hahhhmmm!)
I know you do suggest cold calling an airport, but for busy airports don't they usually just want you to get it all out there unless they are dealing with something? I can understand the reasons for a cold call but can't they be usually eliminated by monitoring the channel before making your call? I'm learning out at KHUF which is a Delta airport and with so many training flights between the college flight academy and the FBO's flight academy, they usually don't seem to like cold calls.
I agree with you, I'm only a student but I usually dont cold call Falcon Field KFFZ cause they're usually always busy with multiple guys in the pattern
+BelowMinimums Agreed as well. I've had them personally just tell me, "say everything on the initial call." If they miss anything they'll ask. Occasionally you'll get something like, "and my other inbound, say again call sign and request?" But most of the time, yeah, they got it they first time.
Do you have a video on contacting approach then approach to tower?
When do you have to stop after clearing the runway?
What are the different 'classes'? Class Delta, Class Charlie, etc. What are they, what do they mean, how are they different?
***** I'm sorry, but I've later found out what they all are.. Thanks anyway.
Hi Jason, appreciate your videos! Radio ? 4u..how does one listen on 1 frequency and transmit on another? #callingfssinflight. Thanks!
+jobonekanobe Specifically referring to calling FSS in flight, there are several ways you can do this and I believe Jason has gone over this in a lesson about VFR Flightplans and 1-800-WX-Brief. When you have a flightplan and would like to open it in the air, the way I believe you're talking about is using a VOR. You put the number on top with the "R" such as 122.3R on a sectional in your COMM1 or VHF1 slot, just like you would for ground, tower, or a CTAF. You would then put the VOR frequency (ie: 114.5) in the NAV1 frequency setting. You then turn up the volume on NAV1 so you can hear the morse code of the VOR in the background. You would then call the FSS on COM1 frequency and tell them that you are transmitting on 122.3 and listening on the ___(insert VOR name here)_____ VOR on 114.5. Hope this helps
Great vid Jason!
why do you invert the readbacks? On initial call you use the standard "who, who, where, what" but readback info is inverted so "who you are" is at the end?
Jason if I am on flight following at lets say 2500ft altitude and on my route I have to cross through a class D airspace in front of me. Is the approach controller I am talking to automatically going to clear me through the class d space or will he hand me off temporarily to the tower ? Thanks
Very nice video.
Hey Jason, If a VFR pilot is flying into an unfamiliar Class D and does not know the area and has no GPS or DME, what is the best way to know when you are on a 3 mile final without measuring on the map and distracting you from your landing duties?
I think you just have to do your best to estimate. Not sure there is another way..?
Like, if you know the runway length you are aiming at (which you should :P
- then you can get a better idea of scale outside...
Look for landmarks on your VNC or sectional. If there's a control zone shown, that should be a good indication of distance, same with lakes, rivers, etc.
On something like a 172, usually half a mile is when the object starts to disappear beneath the cowling. Try to multiply that by 6 and do your best to estimate. Keep your eyes outside!!!
Unless there is an emergency or some other spur of the moment reason you are going to land at that unfamiliar airport, become familiar with it in planning. Especially if you are without any electronic assistance in the cockpit, sit down with your sectional and study it before taking off.
Can you give some insight on a Class B VFR Transitional Route, especially as to what is the proper procedure? I haven't flown the LA corridor in almost 30 years, and it has changed dramatically since then.
Very cool.
The comunication talk goes so fast... I mostly like .. What did they say??
You said 7159Q and he read back 5179Q.
I thought I was just stupid and slow... I wrote it down as i heard it and then looked for this comment. Thanks!
Can you show us what a busy day for class d airspace is like, I'm super scared of comms and Spin recoveries, I start my lessons on June 2nd
Maybe I missed this, but did you receive taxi clearance beyond A3? I saw a few turns while taxing and was unsure as to the reason why.
When a tower tells me to monitor ground, they have usually already given me taxi clearance or are aware of where I am headed and I monitor ground to make sure nothing is amended en route. If clearance is needed for the taxi from ground control, tower will typically say "Contact Ground". Just my experience.
I would like to see a lesson on how to read the Dynon avionics ERIS D-100
What if he said monitor ground on 121.5? You said almost all ground freqs are 121 right? haha :P
hello I have a solo cross country coming up here. How do I cancel a flight plan after I arrive at the destination?
This is helpful!
Glad you think so!
Had a controller at a class delta tell me to "extend downwind" on my first solo towered airport landing, which was only about my 6th towered airport landing. I had to pull the "I'm a student, what's that mean" card. Looking back, what he was telling me to do seemed obvious, but at the time, never hearing that command before, I panicked.
thus the use of "student pilot" on initial contact works well. i've heard lots of new pilots not know what "cleared for the option" means that are on student solo so don't feel bad!
could you do another one on flight following?? like with more examples etc
1st contact when inbound to "Delta" you tell them you have ATIS "xyz" you then ask for a windcheck? Interesting...I'd expect a smart aleck response from tower like I thought you said you have information "xyz".
We have a very nice tower but they can get testy at times.
Wouldn't giving altitude on initial contact be better ?
Can anyone tell me what the song is called at the beginning of the video? It's right after the intro. Thanks!
shouldn't you reported "runway vacated" when turning on a taxi-way ?
You only report clear of rwy when at an uncontrolled field. This is controlled class D.
When he says Quebec, I always think that he says goodbye
Can I ask, how would you contact approach after Class D. For example, KFRG (Republic Airport, New York). Now on a sectional, if you fly south it will say "CTC NEW YORK APPROACH on ..." So how would I call them? Thanks a lot!
Don't quote me cause I'm a student, but I think this is how it's done:
Look at your charts, see about where the Class D would end and where the surrounding Approach Control sectors are and call them a little earlier than when you enter those sectors.
So lets say you're in KFRG Class Delta, talking to FRG Tower you'd just say "Republic Tower, (callsign) request frequency change) then once they clear you for the frequency contact the correct Approach Control. If you do not know, ask tower, if you do just tune their frequency and listen for a few seconds, make sure you're not going to step on someone else, then talk to Approach.
For you it'd be (New York Approach, (callsign) with you (position, # miles north, east, south, west etc) from the field at (altitude) then state your intentions.
Your aircraft was not past the hold short line before cleaning up and performing after landing checks, other than that nice video.
Hey jason, I've always flown into class D and I've always wondered this. Sometimes when i made my first call to approach to let them know where i was and that i would want to come inbound to land, they would give me a certain way to land, right base for 18 for example. So then i would switch over to tower when instructed and let them know i was landing right base for 18. It always felt weird that i was telling THEM what i was going to do, why would approach give you a landing runway, i always thought tower did that.
Nicholas Edward Most of the time, the guy or gal who is doing the approach freq is right next to the guy or gal who is tower, so they know. If you want to make it sound less like you're telling them, for instance if approach tells you to enter a 2 mile left base for 23, I'd say "Tower, N3773P, expecting 2mi left base for 23."
That cleans it up a bit and makes it sound like you aren't telling him what to do, but you're still letting him know the information you've been given and what you are expecting you are going to do.
thanks man! really appreciate it
sorry Nicholas not correct. I've been an air traffic controller for 36 years now...I've never as an approach controller sat next to the tower controller, or vice versa. There are a couple places like that, e.g Elmira Tower in NY for example, but these are few and far between.
Sorry thought I'd clear up, not necessarily sitting next to physically, but they know what each other are doing etc...
Can you explain the "option"?
"Cold Call", "Sphere of Influence", sounds like he is or was a REA.
very usefull
Glad to hear that
I guess I always thought you had to call "clear of active, switching to ground"
You say clear of the active (or better yet clear of RW________ only at a non towered airport
awesome
Rusty pilot flying from Class D airport getting back up to speed. How about contacting ground before flight? Who, Where What. Most of my flying over the last 25 years has been from Class E airports. Getting back up to speed at a class D airport, flying a completely unfamiliar (and a bit weird) airplane Class D communications gets a bit confusing. Fortunately my instructor and I generally go to a local class E in order to do pattern work. The weird airplane, by the way, is the Cessna Skycatcher.
Why do ppl in the radio talk to so fast? Like they are working in an auction?
Hi Suge! You're right, sometimes the radios can be hard to get used to as both controllers and pilots can talk faster than in a normal conversation. Part of this is due to the fact that all aircraft share the same frequency with the same controller, so you want to be clear but also concise. Thanks for tuning in!
Did the controller say, "three six" or "tree six?"
It's a (very) late reply, but indeed it's "tree" instead of "three", to avoid mic saturation. And "four" is pronounced something like fow-war, to differentiate from "for"
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