RADIO COMMUNICATIONS HANDOUT

Radio communications may seem complicated at first, but you'll get used to them. Most things a
controller will say are standard and will become familiar to you. The order of most of your initial
communications is standard, too. Think of these five items: YOU ME WHERE WHAT WITH
1. YOU: Whom you're talking to
2. ME: Who you are
3. WHERE: Where you are
4. WHAT: What you want
5. WITH: Airport information (ATIS)
In other words:
YOU
ME
WHERE
WHAT
[WITH]

ITEM
1. Whom you're talking to
2. Who you are
3. Where you are
4. What you want
5. Are you informed

MEANS
Control
Aircraft ID
Position
Request
ATIS

EXAMPLE 1
Hanscom Ground
Katana 505EC*
On the West Ramp
Ready for taxi
With X-Ray

EXAMPLE 2
Lawrence Tower
Cessna 92747*
Eight miles south
Inbound for land
We have Bravo

(*Note: don't say, "This is Katana 505EC." That's implied. You can always tell an amateur
because they say, "This is")
ATIS needs only be mentioned on first contact with a new control facility.
You won't need to say all five of these every time you talk. For a typical flight out of controlled
airspace, here is the order in which you'll talk on the radio, and the items to be included:
1. CLEARANCE 1, 2, 3, 4, 5
2. GROUND 1, 2, 3, 4
3. TOWER 1, 2, 3, (4)
4. DEPARTURE 1, 2, 3
5. CTAF
6. APPROACH (or tower) 1, 2, 3, 4, 5
7. TOWER (if handed off) 1, 2, 3
8. GROUND 1, 2, 3, 4
9. FUEL
Notice that "You and me" is in every one. In your first contact with someone, you identify
yourself by aircraft make and tail number, e.g. "Arrow 173ND," or "Katana 505EC." In future
communication, the tail number gets abbreviated to just the last three numbers/letters, if there is
no confusion with any other similarly-tailed aircraft.

The idea is to keep communications brief. Practice in your head before you push the button. We
often shorten communications down to just a few words, e.g. "5EC downwind." Over time,
communications will become easy for you.

Things you might want to say:

(Note: in the following explanations, "ATC" means "air traffic control," also known as the
controller; the explanations all assume that you are flying in tail number 505EC. As noted,
505EC could be abbreviated to just 5EC after the first call, if there are no similar call letters on
the same frequency.)

""
Repeat whatever they said. If they say, "5EC cleared to land," you say, "Cleared to land, 5EC."
(Note: Typically when reading back, we put the aircraft ID at the end.) It lets them know that you
got your instructions, and that you'll follow them. These conversations also get put on to the tape
recording, so if anything goes wrong you're safer. It's much better than
Roger/Wilco
"Roger" means, "I understand." "Wilco" means "I will comply." These are abbreviations used
sometimes when the airwaves are very busy, but as a general rule they aren't a good idea. The
problem is that the ATC does not know what you think you understand or will comply with.
"Roger," by the way, does not mean "Yes." That's said by:
Affirmative/Negative:
Pilot-speak for "Yes," and "No." (Short words sometimes can be cut off by the microphone, or
misunderstood.) These are used only in response to a question from ATC.
Say again:
This is the proper form to ask ATC to repeat something.
Request
Use this word to ask for something, or prepare ATC for an upcoming request. Example: You're
flying in Class B at an assigned altitude of 5,500 feet and there are clouds ahead "Boston
approach, 505EC request." Wait. Boston approach responds: "505 EC go ahead." You answer:
"505EC would like to descend to 3,500 because of clouds." Use this word also to make a request
at any time, without waiting, e.g. "Hanscom tower, 505EC requests the right base to 23";
"Cessna 92747 requests you call my base."
Looking for the traffic (or just "Looking")
An acknowledgement after ATC tells you about another aircraft in your area.

Traffic in sight
ATC has given you a traffic report and you see the other aircraft.
Negative contact
ATC has given you a traffic report, and after a reasonable search you still don't see the other
aircraft.
Student pilot:
You will be amazed at how much help, cooperation, and forgiveness you can get, and often how
much nicer ATC becomes, when you tell them you're a student pilot. If you're having trouble
understanding what they're saying or what they want, this is a good phrase to start with. There is
no shame in telling them this. Example: "Hanscom tower, 505EC student pilot requests say
again?"
General tip: Keep it short; don't be chatty.

Things an air traffic controller might say:

Cleared to/for
Cleared for the option
Continue
Go Ahead
Report downwind/base
State (your) intentions
Maintain [1500] until...
Climb to...
Descend to...
Fly heading
Make [left] closes
You're number [three] following a...
Traffic at two o'clock [high/low] is a...
Check wheels down
Confirm...
Hold short of...
...the ILS critical area
Position and hold
Do you want advisories?
Ident
Radar contact
Contact [tower] on [118.5]
Cleared out of class [D]
Squawk VFR
Frequency change approved

Radar service is terminated

Recycle
Taxi to
Taxi into position and hold
Extend downwind
I'll call your base
Do a 360 and re-enter the [downwind]

WHAT THEY MEAN:

Cleared
ATC has given you the permission and right to do something. "Cleared to land, runway 11"
"Cleared for takeoff." "Cleared to enter Class B."
Cleared for the option
Said when preparing for a landing, without further clearance you may do any of these things as
you wish: full stop, stop-and-go, touch-and-go, or go-around.
Continue
Keep doing what you're doing. Go straight if you were told to go straight. If you were told earlier
to enter the pattern downwind on the 45, then do that.
Go ahead
Talk to ATC. Perhaps the airwaves have been very busy and you finally manage to get in, saying,
"Hanscom tower, Katana 505EC." Then wait until the tower says, "505EC go ahead." It's your
turn to talk, now.
Report
ATC is telling you that when you arrive at the given position, you should radio the tower and tell
them so. "Report downwind": when you're established on the downwind and are at midfield, call
the tower and say, "505EC downwind." "Report base": call the tower as you start to turn base and
say, "5EC turning base."
State (your) intentions
This is most often tower's polite way of saying that they don't understand what you're doing, or
that you are not on the right heading, or that you are not following instructions. They want to
know what you want to do, or what you think you're doing. Then they can give you appropriate
guidance.
Maintain
Stay at a given altitude. "Climb and maintain 4500" means you should climb up to 4500 MSL
and stay there until they tell you otherwise. "Maintain 1500 until Cider Hill": do not descend
below 1500 until you reach this landmark.

Climb to/descend to
Go to the altitude they give you.
Fly heading
Turn to the direction given. "Fly heading 180": go south until told otherwise.
Make [left/right] closes
This could also be phrased, "Make (left/right) close traffic." You are going to work in the
traffic pattern, and make left or right turns, as instructed.
You're number [three] following a...
You are in the traffic pattern, and there will be planes landing in front of you. "You're number
three following a Cessna" means that one plane is cleared to land, there's a Cessna behind that,
and you should be looking for the Cessna so you can follow behind it.
Traffic at two o'clock [high], [three miles] is a [Dash 8].
The standard traffic advisory: in this example, look forward and to the right for a big twin
commuter plane above you and a few miles away. This advisory will often be accompanied by
information on the direction that the Dash 8 is traveling.
Check wheels down
At some airports, this is a standard thing to say whether your wheels are down or not. It would be
a good time to check, though, as this is only said once you're cleared to land.
Confirm...
ATC wants you to repeat some instruction you've been given.
Hold short of...
Said when taxiing. Stop before reaching and do not cross the given runway or taxiway. Always
repeat this instruction back to the controller.
Hold short of the ILS critical area
Stay behind not just the runway hold-short solid lines, but behind the ILS hold-short line (looks
like a ladder with double rungs).
Position and hold
Go on to the runway and wait in position to take off.
Recycle
ATC isn't reading your transponder, so they want you to turn your transponder off, then turn it
back on again.
Ident
Push the little button on the transponder. This makes your radar blip blossom on their screen, so
they can find you easily and know who you are.

Radar contact
ATC is informing you that it has you on radar. You don't need to respond to this.
Contact [tower] on [118.5]
ATC is "handing you off" to another controller, telling you to change your radio frequency and
talk to someone else. In this example, you would respond, "505EC going to tower," switch your
radio frequency to 118.50, and report in by saying, for example, "Hanscom Tower, Katana
505EC at 2000."
Cleared out of class [D]
ATC is informing you that you are leaving its airspace and can go on your own recognizance.
This phrase is often followed by
Radar service is terminated
ATC is telling you that it will not provide separation or traffic advisories any more. This phrase
is often followed by
Squawk VFR
Change your transponder code to 1200. And this phrase is often followed by
Frequency change approved
This call is permission to stop communications with ATC, usually because you're leaving their
airspace and continuing on a visual flight.
Do you want advisories?
You can request to stay on the radio with a controller, and be advised of traffic in your vicinity,
as ATC's workload allows. This is called traffic advisories, or "flight following.
Taxi to [runway 29] [via Juliet and Echo]
A taxi clearance: if cleared to taxi TO a runway, you are allowed to cross all other taxiways and
runways on the way there, but you must hold short of the final runway. In the case of this
example, you should go on taxiway Juliet, turn on to Echo, and taxi up to the hold-short line of
runway 29.
Taxi into position and hold (or just, "Position and hold")
Drive your airplane on to the beginning of the runway and stop. Do not take off. You are being
put in position for your takeoff, but another plane is still on the runway, or other traffic
considerations (e.g. wake turbulence) make your departure unsafe.
Extend downwind
Don't turn from downwind to base yet. This is to separate your plane from other traffic in the
pattern. This is often followed by
I'll call your base
Stay on downwind, at traffic pattern altitude, until the tower tells you to turn in.

Do a 360 and re-enter the [downwind]

The controller wants you to do a standard two-minute turn-around-a-point in the pattern (360
degrees of turn), and reenter the pattern wherever you left it. This is for spacing purposes. This
instruction could also happen on base or final. If you're just about to turn left base, ATC could
also tell you to do a right 270 (degree turn) and come back in on base. A 360 gives you the
perfect opportunity to use that stuff you learned in "turns around a point," and to practice one.

Likely calls when coming in to Hanscom

The pilot of 3572M (3572 Mike) has gotten ATIS C (Charlie) on 124.6, and found out that the
active runway is 29. The plane is now ten miles out, heading southeast toward Hanscom from the
practice area.
3572M: "Hanscom Tower, Warrior 3572Mike, one-zero miles northwest, landing, with Charlie."
Hanscom Tower: "Warrior 3572M, Hanscom Tower, report the right downwind to runway twoniner."
3572M: "Report right downwind to two-niner. 72M"
Note that when you call, the tail number goes first. When you respond, the tail number comes at
the end
Here are instructions that tower commonly gives, after a first call:
"Report entering a right downwind to two-niner."
"Report a two-mile right base to runway two-three."
"Report a three-mile left base turn to final, runway five."
"Fly a straight-in for runway one-one. Report a three-mile final."
"Remain clear of class D and give me a call in ten minutes."
(In these examples, all runway numbers are interchangeable.)

What to say to FSS, to open a flight plan in the air.

When you go on a cross country, file a flight plan by calling 1-800-WX-BRIEF. Open the plan
using the radio, after you've taken off and are outside of controlled airspace.
Flight Service Stations are called "[City] Radio." For example, around here, it's "Bridgeport
Radio," and up in most of New Hampshire and Maine it's "Bangor Radio." The city name is the
one that's listed on the nearby VOR or RCO boxes on the sectional. Those boxes also tell you
frequencies you can use to contact them. First try 122.2. This is the standard FSS frequency
everywhere. The first call is merely: you, me, frequency.
Pilot: "Bridgeport Radio, Katana 303EC on 122.2."
Wait for a response. The operator may be working on several different frequencies at once,
talking to other people. If you wait a full minute without getting at least a "Katana 303EC, stand

by," then try again. If that doesn't work, try another frequency, or listen over a VOR, as listed on
the sectional.
Bridgeport Radio: "Katana 303EC, Bridgeport Radio, go ahead."
Tell them you'd like to to open your flight plan, from where to where, and what time you took
off.
Pilot: "We'd like to open our flight plan from Bedford to White Plains. Our time off was Onefour-five-five Zulu."
Bridgeport Radio: "Roger Katana 303EC, that flight plan is now activated.

Uncontrolled airport procedure

When coming in to an uncontrolled airport, such as Fitchburg, start by getting the pertinent
information, such as ASOS (if it's available).
For Fitchburg, you may then want to talk to their UNICOM-which is simply somebody sitting at
the FBO desk waiting to fuel planes and listening to the radio-to find out which runway is in use:
Pilot: "Fitchburg UNICOM, Tomahawk 9171A requests the active."
UNICOM: "Active at Fitchburg is three-two."
From then on, you're talking to other traffic in the area, in order that everyone be aware of each
other. Call the traffic by "[City name] traffic." For uncontrolled airport communications, it's still:
YOU, ME, WHERE, WHAT, and then add to the end the city name again.
The first call for the sake of traffic control should be made when still 5-10 miles away, declaring
your intention to enter the pattern.
Pilot: "Fitchburg traffic, Tomahawk 9171A, six miles southeast, will overfly the field at two
thousand feet for a left downwind entry to runway three two, Fitchburg."
The next call is from a mile or two out, on the 45 to enter the downwind.
Pilot: "Fitchburg traffic, Tomahawk 9171A is one mile to the west, to enter the left downwind
for runway three two, Fitchburg."
Thereafter, the calls are: on downwind, on base, on final, and exiting or entering the runway. On
final, you could announce your intentions.
Pilot: "Fitchburg traffic, Tomahawk 9171A, left downwind for runway three-two, Fitchburg."
Pilot: "Fitchburg traffic, Tomahawk 9171A, left base for runway three-two, Fitchburg."
Pilot: "Fitchburg traffic, Tomahawk 9171A, turning/on final for runway three-two, touch-and-go,
Fitchburg."
Pilot: "Fitchburg traffic, Tomahawk 9171A is clear of the active, Fitchburg."
Pilot: "Fitchburg traffic, Tomahawk 9171A, taking the active three two [for departure to the
west] [for work in the pattern], Fitchburg."
Note: You are probably not alone out there. The purpose of these calls is to make others aware,
and for you to be aware of others. Keep your eyes open and be courteous and cautious about

your place in the pattern, and your turn.

Note: None of these calls are mandatory, and there could very well be people in the pattern who
don't even have radios. Radio calls are not a substitute for awareness, so keep your eyes open. It
is always your responsibility to see and avoid other traffic, regardless of radio calls.
Final note: Not all of these calls may be necessary, and in fact some examiners and experienced
pilots prefer that people not jam up the airways with every single detail of their pattern. Use your
judgment, and keep the calls short.

Flight following
"Flight following" means staying in constant contact with a tower or flight control center, who
watches your position and gives you reports of other traffic in your area when they have the time
(which is almost always). It is also known as getting "advisories." ATC will give you a squawk
code for your transponder, and watch on the radar.
There are several ways to start flight following. You can ask for help from the tower while you're
still on the ground:
Pilot: "Lawrence Tower, Cessna niner two seven four seven at runway two-three, ready for
departure, request coordination for flight following to Burlington, Vermont."
Tower: "Seven four seven roger, squawk 6245."
Tower may be able to help you with this, and may not. ATC may tell you whom to contact once
you're flying. Around here, it's most common to get flight following once you're in the air, by
contacting Boston Approach. To do this, tune to 124.40, and say only your call sign and wait for
a response. (The approach controllers may be talking on several frequencies at once. They'll
reply when able.)
Pilot: "Boston Approach, Cessna niner two seven four seven."
Approach: "Cessna niner two seven four seven, Boston Approach, go ahead."
Pilot: "Seven four seven requests flight following to Burlington Vermont at 6500 feet."
Approach: "Seven four seven squawk 5669."
Change the transponder.
Approach: "Cessna niner two seven four seven, radar contact."
The controller will then tell you when other traffic is in your area. Later, he/she will give you to
another controller on a different frequency.
Approach: "Cessna niner two seven four seven, contact Manchester on 124.9"
Pilot: "Switching to Manchester 124.9, seven four seven."

Weather information

Always get a weather briefing before going flying.

By phone to the FSS is always: 1-800-WX-BRIEF (1-800-992-7433)
You can get some recorded information, but it's best always to talk to a briefer beforehand. Tell
the briefer your tail number and pertinent information. The pertinent information is: where you're
departing from, where you're going, when you're leaving, the expected duration of the flight, and
at what altitude. E.g. "Hello, I'm in tail number 108CM, flying from Bedford to Nashua at 11:00
local time today. Could I get a local area weather briefing?" E.g. "This is [Yes, here you can say,
"This is"] 9171A. I'm going to be going from Hanscom to Montreal, Canada taking off at
about 1300 zulu and landing at about 1600 zulu, at 4500 feet. I'd like an enroute weather forecast
and winds aloft, please."

AIRCRAFT COMMUNICATIONS
Hal Stoen, 18 April 1998

This tutorial covers communications techniques in various facets of flight operation.

In operating an aircraft there are a variety of situations that require a variety of communications
techniques. In this tutorial it is broken down to:
Initial start-up & taxi
Departure
Enroute
Approach
Landing
Taxi to parking & shut-down
In addition, the type of communicating done depends on if you are flying VFR (Visual Flight
Rules) or IFR (Instrument Flight Rules).
Terms used in this chapter & their definitions
Unicom: Unicom is a "open air" radio frequency that is used at uncontrolled & controlled
airports.
Clearance Delivery: A frequency used by a Control Tower to issue instrument & VFR
clearances. In some cases Clearance Delivery may be a frequency that goes direct to a near-by
ARTCC (Air Route Traffic Control Center).
Air Route Traffic Control Center (Center): The United States airspace, and that of other
nations is broken up into various "Centers." More or less the fewer the airplanes that fly in that
Center's airspace the larger the geographical area that Center covers. Centers are in turn broken
down into Sectors whose size is also dependent on aircraft volume.
FAR's: Federal Aviation Regulations. The rules the United States Government, by way of the
Federal Aviation Administration, publishes for aircraft and administrative operations.

note: Operations discussed in this chapter are based on those used in the United States. The
authors of the X-Plane Manual welcome input from our friends in other countries as to specifics
of operations in other nations.
Flight Service Station (FSS):
These are the people that take weather observations, give you your weather briefings etc. They
used to be at the major fields, but funding cuts and down-sizing have made your chances of
having a face-to-face briefing rather rare.
ATIS (Automatic Terminal Information Service):
Continuous broadcast on a discreet radio frequency of an airports weather conditions and
terminal procedures. Updated hourly, or as changing weather dictates. Each change gets a new
phonetic name: "Information Alpha", "Information Bravo", etc.
The ramp:
The parking area for aircraft at an airport. When calling for taxi clearance, or traffic advisories
you may refer to your location as "the ramp." With more than one parking area you may have
terms like "North ramp", "Shamrock Aviation Ramp" etc.
VFR DEPARTURE, VFR ENROUTE, VFR LANDING
Initial start-up, taxi:
O.K., you're on the ramp in your Cessna, N1557G. Your fueled, received your weather briefing,
done your preflight inspection of the aircraft and are ready to go. If there is no tower at the field,
you make a blind broadcast on the fields Unicom frequency along the line of "Mayfield traffic,
Cessna 1557Golf is taxing out from the North ramp area for departure on runway 36."
Departure:
Once youre ready to go and the airspace is clear make another blind call "Mayfield traffic,
Cessna 1557Golf is taking the runway, runway 36 at Mayfield". After lift off another call is made
"Mayfield traffic, Cessna 1557Golf is off of runway 36 and departing VFR east bound".
Enroute:
Once enroute it gets pretty quiet on the radio. If you have filed a VFR flight plan, give the
nearest FSS a call and open your flight plan with your time of departure. If you are familiar with
the folks at the airport that you just left you can also call them on the Unicom and ask them to
contact the FSS and open your VFR flight plan.
Traffic advisories enroute:

If you know the frequency of the Center in the area you are flying in (published on some VFR
charts) you can give them a call for traffic advisories. This call up would go along the lines:
"Memphis Center, Cessna 1557Golf" Center replies: "Cessna 1557Golf, Memphis Center, go
ahead" You: "Memphis Center, Cessna 1557Golf, VFR enroute from Mayfield to Farview at
6,500 feet- advisories if you have the time please." Memphis may come back and say "Roger
Cessna 1557Golf, squawk 12345 and ident please." You dial in the 1234 code in your
transponder and hit the ident button. (Assuming you do this in a timely fashion, there is no
reason to call Memphis Center back and say "Roger, squawk 1234 and ident." The controller will
see your target "bloom" on his scope & know you received his call. By not reading this
instruction back you help to keep the sometimes crowed airwaves a little less busy.)
So, Memphis comes back and says "Cessna 1557Golf radar contact 10 miles east of the Mayfield
airport. Maintain VFR. Advise me of any altitude changes and stand by for advisories." That's itnow you have an extra pair of eyes looking out for you, and Center knows who you are & what
your intentions are. However, during busy periods Center may just as well come back after your
initial contact and say "Cessna 1557Golf no time for advisories at this time. Good day."
Either way, keep those eyeballs peeled for traffic. VFR advisories to you are way down on the
Center's list of priorities- they are under no obligation to call all traffic for you. When you reach
the edge of the Controller's airspace he will call you with something like "Cessna 1557Golf for
continued VFR advisories contact Memphis Center on 124.75. Good day." Once again, unless
you didn't catch the frequency, a simple reply of "Good day" will do.
You contact the next sector on 124.75 and start the whole procedure all over again.
As you near your destination airport of Fairview Center may, or may not, hand you off to the
appropriate controller. Getting traffic advisories from Center is a freebie, just a little edge to
make your flight that much safer, but it can be dropped at any time by ARTC. Also, keep in mind
that you are obligated to advise them of any altitude changes you make. So, when you decide it's
time to start down make a call like "Center, Cessna 1557Golf is out of 6,500 VFR for 3,500."
Approaching you destination airport:
If you have been "handed off" by Center you will reach a point where you will descend below
their minimum controlling altitude. At this point they will call and state "Cessna 1557G Radar
services terminated, 15 miles west of Fairview. Good day." On the other hand, Center may hand
you off to Approach Control if your destination airport lies in the area of a controlling facility or
if you have to cross through their airspace to get to your destination. In some cases Approach
will keep you until you're near your airport and turn you loose with a "Cessna 1557G radar
services terminated, Fairview airport is your 12 oclock and 8 miles. I see two aircraft in their
traffic pattern. Good day." (Now that's good service. Once again, it all depends on the controllers
work load and his radar coverage.)
As you near Fairview tune in the appropriate Unicom frequency. Find out what the winds are by
listening to traffic from Fairview or near-by airports. Tune in the ATIS from a near-by airport,

check your weather briefing- do everything possible to get an idea of what the surface wind, and
therefore the active runway will be at your destination.
About 5 miles out make a call to the Fairview Unicom "Fairview Unicom, Cessna 1557Golf".
They may or may not be maning the Unicom radio at Fairview. If they reply "Cessna 1557Golf,
Fairview Unicom- go ahead" Or, if they are really heads-up (and busy) "Cessna 1557Golf
Fairview Unicom. Fairview landing and departing on runway 27. Numerous aircraft in the
pattern." You reply "Fairview Unicom, Cessna 1557Golf is 5 miles west landing. We'll make
pattern calls."
If Fairview Unicom doesn't answer, make a blind call from your 5 mile out position "Fairview
traffic (You're trying to reach the people flying around Fairview now, not the person who did or
didn't answer you on the Unicom radio. That's why you say "traffic" instead of "unicom".)
Cessna 1557Golf is 5 miles west of the Fairview airport, landing Fairview."
Landing:
As you enter the pattern (usually on an upwind leg) make a blind call "Fairview traffic, Cessna
57Golf entering upwind for runway 27, Fairview." Now that repeat of Fairview, saying it at the
beginning and the end of your transmission can be important. Here's why. Someone else may just
hear a part of your transmission, and by saying "Fairview" at both ends of your transmission you
just might catch their ear- it's just one extra word, and it can't hurt. O.K., now you turn
downwind: "Fairview traffic, Cessna 57Golf is on a left downwind, runway 27, Fairview."
Turning final: "Fairview traffic, Cessna 57Golf is on a one mile final, runway 27, Fairview."
Taxi to parking & shut-down:
You land, turn off of the runway and make one last call "Fairview traffic, 57Golf is on the ground
and clear of the runway."
Taxi your aircraft in, turn your transponder to "stand-by", and your job is done. Well, one last
thing- don't forget to call Flight Service and cancel your VFR flight plan.
IFR DEPARTURE, IFR ENROUTE, IFR LANDING
Initial start-up, taxi:
O.K., you're on the ramp in your Cessna, N1557Golf. Your fueled, done your weather briefing,
filed your IFR flight plan, done your preflight inspection of the aircraft and are ready to go.
Clearance Delivery:
If you are at a larger airport it may have Clearance Delivery, a convenient service devoted to
handing out IFR clearances to departing aircraft. If this is the case, listen to the ATIS and contact
Clearance Delivery before leaving the ramp. "Clearance, Cessna 1557Golf, instruments to
Fairview, Bravo (the current ATIS)". Clearance comes back with something like "Cessna
1557Golf you are cleared to the Fairview airport as filed, climb and maintain 5,000 expect filed

altitude 10 minutes after departure. After departure fly runway heading, departure frequency will
be 124.75."
You can read this back any way you want to, from a direct quote to an abbreviated one that
covers all the important stuff: "Roger, 1557Golf cleared as filed, maintain 5,000, expect higher
10 minutes after, runway heading, 124.75." If Clearance is satisfied that you have the
information correct they will generally come back with "Roger, contact Ground on 121.9." And
usually, if you don't tell Clearance Delivery that you have the current ATIS they will invariably
ask- might as well tell them that you do on initial contact. Lastly, at some busy terminals
Clearance will also issue your initial taxi instructions.
Other ways to get your clearance:
There are a multitude of ways to get your IFR clearance. You can get it by phone from Center or
a near-by FSS with a "clearance void if not off by (time)", at some airports line-of-sight radio
communications permit contacting Center directly, or from a FSS etc. If the weather permits
VFR flight from your departure field you can depart and pick up your clearance when airborne.
Ground Control:
If there is no Clearance Delivery then Ground Control will issue your clearance for you.
Departure:
After departure you just fly your clearance. For those interested in lost communications
procedures it is best to read the Federal Aviation Regulations- this subject can get quite complex.
Enroute:
Once enroute follow your flight plan and the requests from Center. Try to keep in mind good
radio operating procedures and to not burden the airwaves with unnecessary "chatter." For
example, if Center asks for an ident just press the "ident" button on your transponder- they'll see
your target bloom and you just saved saying "Roger, 1557Golf ident." Also, when you check in
on a new frequency tell them what altitude you are at, they'll want to verify it anyway "Center,
Cessna 1557Golf with you, 9,000."
Approach:
As you near your destination of Fairview, Center may start you down to a lower altitude. At
some point, depending on the airspace your destination of Fairview is located in, you will be
handed off to:
A sector frequency if your destination is not under the control of a Approach Control or Tower.
In this case you will receive a "Cessna 1557Golf contact Center on 125.75." You call them and
receive "Roger 1557G you are cleared to the Namit Intersection, descend and maintain 4,000."
"1557Golf cleared to Namit, we are out of 5,000 for 4,000." And a little down the line "Cessna
1557Golf is cleared for the approach to Fairview, maintain at or above 4,000, report Namit
outbound." "Cleared the approach, at or above 4,000, we'll call Namit outbound."

If you are really out in the boonies Center may call with: "Cessna 1557Golf, how do you intend
to cancel your IFR?" This is a really good clue that there probably is no radar coverage all the
way to the ground, and that communications with Center via radio once near or on the ground is
not possible. Your options are to call the nearest FSS by land line (telephone), call Center by land
line (ask now for a telephone number) or if the weather is decent, and you have good VFR
conditions, cancel your IFR at this point.
Approach Control if Fairview is near a major airport, or you have to traverse a major airports
airspace to get there. "Cessna 1557Golf contact Big City Approach Control on 123.55." You
reply "123.55, good day." (It's a good idea to tune in Big City ATIS if they have one as far out as
possible so that you can have the appropriate approach in mind for Fairview if there is more than
one.) "Good morning Big City Approach, Cessna 1557Golf, out of four point seven for four, we
have Big City Information Whiskey, landing Fairview." (The controller's strip shows you landing
at Fairview, but it eliminates the possibility of your being vectored to the Big City airport by
accident- it happens. "Roger 57Golf, turn left heading 080, descend and maintain 3,500. The
Fairview airport is your 12 oclock and 15 miles."
You may be asked to state which approach you intend to shoot into Fairview if there is more than
one- be prepared to answer. "Cessna 1557Golf is 5 miles West of the Fairview VOR, turn right
heading 085, descend and maintain 3,000, you're cleared the VOR 18 approach at Fairview,
maintain at or above 3,000 until on a published segment of the approach, report the VOR
inbound." "Cleared the VOR 18 approach, right to 085 and out of three point five for 3,000, at or
above 3,000 until established- 57Golf" Assuming that Approach will vector you in for a straightin approach (they usually will) you maintain at or above 3,500 until you are on a published
segment of the approach- sector, radial, DME arc etc. At the VOR inbound you call Approach
with: "Approach, 57Golf is Fairview VOR inbound, out of (whatever the Final Approach Fix
altitude is)."
You commence your descent at the VOR, or whatever the Final Approach Fix is & follow the
published procedure to Fairview- which, due to you expertise, looms right in front of you, just
where it should be. A note of caution here. If Fairview is an uncontrolled airport, there may be
traffic flying around in the pattern even though ceilings and visibilities are low.
Just because you are on an instrument approach does not mean that you have the right of way to
the landing runway. If you have two radios it is a good idea to "guard" the Unicom frequency for
Fairview. If you have a chance, make a call on the Unicom "Fairview traffic, Cessna 1557Golf is
IFR inbound from the Fairview VOR." It can't hurt. If Fairview has a tower your clearance from
Approach will be to ".....contact the Fairview Tower at the VOR inbound." or something along
that line. And, if there is a Tower they will keep traffic clear for your landing.
Landing, Taxi to parking & shut-down:
After landing, be certain to turn you transponder to "standby" so that you don't needlessly clutter
up Approach Control's scope. Taxi to parking, shut-down and sit there for a moment evaluating
how you handled your flight. Did you make any errors? (Pretty tough not to in today's complex
airspace and procedures.) What should you have done, what will you change next time, etc.

Remarks:
It is impossible of course to cover all of the possible scenarios for instrument flight. This
example is meant as an over-all guide to flight operations so that you can enjoy your "X-Plane
experience" that much more.
If the reader feels that any of the above is confusing, in error, or should be elaborated on, please
contact me.