Ask an ATC: General Questions
These questions deal with issues applicable to all flights under ATC control, whether VFR or IFR.
- While receiving flight following or on an IFR flight plan, what is the best way to issue a pirep (pilot report)?
- I have a speech impediment that sometimes may cause my transmissions to be misunderstood. With my understanding of priority given to IFR traffic, will my VFR communication issue present any problems for ATC? What advice can you offer for pilots in my situation?
- When ATC asks us to fly airspeed, do they mean indicated airspeed or true airspeed?
- May I request to taxi into "line up and wait"?
- Can I make a request to verify that my transponder is operational? Should I do so during a flight or on the ground?
- If I have been approved for “the option” while on downwind, is it OK to initiate a simulated engine failure abeam the end of the runway and can the student execute a short approach to the runway?
- Is it necessary for the entire aircraft to be completely clear of the hold short line when exiting the runway before switching to Ground Control to receive taxi instructions? For example, the tail section or just the landing gear.
- After being cleared for takeoff behind a large jet, I requested a delay to allow the wake turbulence to dissipate. ATC responded "separation is my job" and moved me to another runway. Was I right or wrong to ask for a delay?
- What is the meaning of "give me your best forward speed" in regard to the 250/10 rule in Class B?
- How does someone gain permission to fly through Restricted Airspace?
- When instructed by tower to, “Square your base leg,” what is expected?
- When switched between terminal control, center, and tower, is it best to state my position and intentions, or am I telling the controller what they already know?
- If instructed by ATC to “IDENT,” do I have to verbally respond, or is simply indenting the transponder acceptable?
- What is the best method to enter a newly assigned transponder code? Can I leave the transponder in the “Altitude” mode as I enter the new code or should I switch to the "Standby" mode, enter the new code, and then switch back to the "Altitude" mode?
- If I am conducting a sightseeing flight, what is the best way to request flight following services?
- When requesting flight following to an airport destination, is it better to phonetically provide the controller with the airport identifier, or to say the airport or town name? Ex. “…request flight following to Albany, (New York)” or “…request flight following to Alfa Lima Bravo?”
- How does ATC utilize Guard Channel [121.5 mhz] and how would I receive these communications?
- When instructed "Cleared on course,” may I climb and initiate course corrections to establish myself on my filed flight plan (VFR / IFR)?
- What is the preferred readback procedure when asked by a controller to change their frequency?
- After completing the preflight runup prior to takeoff, should I ask Ground control for a frequency change to Tower, or simply switch to Tower for takeoff clearance?
- If I need to call Flight Service, when is the best time to request a frequency change?
- After landing, should I wait for tower to tell me to contact ground or just switch frequencies?
- On initial contact, when should I state my full request instead of the words “with request”?
- What will happen if I make a mistake, such as busting airspace or an altitude?
- When speaking to ATC, should I use local or Zulu time?
- How do you handle it differently if I declare “minimum fuel” versus a “fuel emergency”?
- On my last flight, I told the tower I “had numbers” to indicate I’d heard the ATIS broadcast. Why did the controller ask me to verify I had “information Sierra”?
- How can I get a tour of an ATC facility?
- What is a typical work day for an air traffic controller? How long are their shifts?
- Does it make any difference to ATC if I file a flight plan via DUAT, DUATS, or with Flight Service? Can ATC tell which one I used?
- What is “standard separation”?
- What should I do if I call an ATC facility and no one answers?
- How do you handle a stuck microphone?
- Why should I say "Student Pilot" on initial contact?
- How are transponder codes assigned? Why do they seem to be similar for a particular facility?
- What is a TRACON?
Q: While receiving flight following or on an IFR flight plan, what is the best way to issue a pirep (pilot report)?
A: Advise the controller you have a pirep to pass along and when you give it, be brief but specific (i.e., time, position, altitude, type, etc.)
Q: I have a speech impediment that sometimes may cause my transmissions to be misunderstood. With my understanding of priority given to IFR traffic, will my VFR communication issue present any problems for ATC? What advice can you offer for pilots in my situation?
A: As you indicated, the only problem may be in the ability of the controller to understand you on initial call. To avoid any confusion, try to keep your transmissions short and to the point.
Q: When ATC asks us to fly airspeed, do they mean indicated airspeed or true airspeed?
A: Indicated airspeed.
Q: May I request to taxi into "position and hold"?
A: Yes and a situation would be if you had been cleared for takeoff behind a larger aircraft and were concerned about wake turbulence.
Q: Can I make a request to verify that my transponder is operational? Should I do so during a flight or on the ground?
A: In flight – try to do it when the frequency is quiet and the controller doesn’t appear to be busy.
Q: If I have been approved for “the option” while on downwind, is it OK to initiate a simulated engine failure abeam the end of the runway and can the student execute a short approach to the runway?
A: A clearance for the option gives the pilot the option of type of landing. If you intend to simulate an engine out/short approach please make the request with the tower so they can base their separation on your request.
From the 7110.65 Pilot/Controller Glossary
CLEARED FOR THE OPTION- ATC authorization for an aircraft to make a touch‐and‐go, low approach, missed approach, stop and go, or full stop landing at the discretion of the pilot. It is normally used in training so that an instructor can evaluate a student's performance under changing situations.
Q: Is it necessary for the entire aircraft to be completely clear of the hold short line when exiting the runway before switching to Ground Control to receive taxi instructions? For example, the tail section or just the landing gear.
A: Yes, the aircraft must be completely clear of the hold line.
Q: After being cleared for takeoff behind a large jet, I requested a delay to allow the wake turbulence to dissipate. ATC responded "separation is my job" and moved me to another runway. Was I right or wrong to ask for a delay?
A: You are absolutely correct in asking for the delay if you are not comfortable with it. The controller should have been more understanding.
Q: What is the meaning of "give me your best forward speed" in regard to the 250/10 rule in Class B?
A: Maintain the fastest airspeed you can in accordance with the regulations. Do not exceed published regulations unless you request it for operational necessity and the controller lifts the restriction.
Q: How does someone gain permission to fly through Restricted Airspace?
A: A pilot can request this from a controller, but the request will be forwarded to the military installation responsible for that restricted area. Once approval from the military authorities is received it will be passed along to the pilot.
Q: When instructed by tower to, “Square your base leg,” what is expected?
A: The controller expects a square or perpendicular (90 degrees from final) pattern rather than a turn toward final on a dogleg (45 degree intercept).
Q: When switched between terminal control, center, and tower, is it best to state my position and intentions, or am I telling the controller what they already know?
A: The information that is needed depends upon the services that will be rendered by the controlling agency. The following are a few examples. When switched to a facility where your destination is located, you should state, “Potomac Approach, N1234Q level at 5,000 with information Kilo.” Your call-up to a facility that will be over flown should include your call sign and altitude. When switched to a tower, it is best to state your position and the assigned runway, “Esler Tower, N1234Q, nine mile final for Runway 8.”
Q: If instructed by ATC to “IDENT,” do I have to verbally respond, or is simply indenting the transponder acceptable?
A: You should respond to all instructions given by ATC, so state, “N1234Q identing.”
Q: What is the best method to enter a newly assigned transponder code? Can I leave the transponder in the “Altitude” mode as I enter the new code or should I switch to the "Standby" mode, enter the new code, and then switch back to the "Altitude" mode?
A: Most pilots make the change to the assigned code without moving the transponder switch.
Q: If I am conducting a sightseeing flight, what is the best way to request flight following services?
A: Have your plan laid out and tell the controller exactly what you want. Ex. “Charlotte Approach, N1234Q, C172 is 20 miles west of Charlotte requesting circling over McAdenville at 3,500.”
Q: When requesting flight following to an airport destination, is it better to phonetically provide the controller with the airport identifier, or to say the airport or town name? Ex. “…request flight following to Albany, (New York)” or “…request flight following to Alfa Lima Bravo?”
A: Most controllers prefer the name of the town. If there is more than one airport then the airport name is appropriate, such as, Orlando Executive instead of just Orlando.
Q: How does ATC utilize Guard Channel [121.5 mhz] and how would I receive these communications?
A: ATC uses guard frequencies when an aircraft does not answer on normal frequencies, or when an aircraft calls the controller on the guard frequency. Once communications are established, the aircraft is normally assigned another frequency.
Q: When instructed "Cleared on course,” may I climb and initiate course corrections to establish myself on my filed flight plan (VFR / IFR)?
A: "Cleared on course” is only for the course, not altitude. Altitude assignments are specific and not included in a ”Cleared on course” instruction. When a controller clears an aircraft on course, the aircraft is expected to proceed to the next fix and fly the filed route.
Q: What is the preferred readback procedure when asked by a controller to change their frequency?
A: Read back the new frequency, and then contact the other ATC facility on the new frequency (using your full call sign, etc.)
Q: After completing the preflight runup prior to takeoff, should I ask Ground control for a frequency change to Tower, or simply switch to Tower for takeoff clearance?
A: If the runup is done on the taxiway, or while holding short of the runway, contact the tower when you’re ready. At some airports the runup area is clear of the taxiways, which requires the aircraft to re-enter the active taxiway prior to reaching the runway. If this is the case, the pilot should advise Ground after completing the runup and request further taxi instructions.
Q: If I need to call Flight Service, when is the best time to request a frequency change?
A: Just after a hand–off to the next sector controller. The previous controller is likely to be coordinating a hand–off with the next controller if you call before then, and he won’t be able to let you go off–frequency long enough to contact Flight Service. Also, any request you might have as a result of the Flight Service contact will probably have to go to the next sector controller anyway, so you can avoid any unnecessary coordination by waiting until you’re in the new sector.
Q: After landing, should I wait for tower to tell me to contact ground or just switch frequencies?
A: Wait. Tower may be running Ground Control too.
Q: On initial contact, when should I state my full request instead of the words “[aircraft call sign] with request”?
A: Seldom. Perhaps only at your home airport and when your full request is for standard operation.
Q: What will happen if I make a mistake, such as busting airspace or altitude assignment?
A: It depends on what you did. A controller might say, “Possible pilot deviation, call ###–### after landing.” Most of the time ATC just wants to talk to you, get some more information, and help you avoid the same mistake again. Controllers are, however, required to let management know of the situation; at this point management will make the determination whether to file a pilot deviation.
Q: When speaking to ATC, should I use local or Zulu time?
A: Zulu time is preferred; if you use local time just say so.
Q: How do you handle it differently if I declare “minimum fuel” versus a “fuel emergency”?
A: Minimum fuel is not an emergency situation. If you declare “minimum fuel”, ATC will make sure you do not encounter any undue delay. If you declare “emergency fuel,” you will receive priority handling, including assistance diverting to a closer airport.
Q: During my last flight, I told the tower I “Have numbers” to indicate I’d heard the ATIS broadcast. Why did the controller ask me to verify I had “information Sierra”?
A: The phrase “Have numbers” only indicates that you know the runway in use, altimeter setting, and wind. Other information may have changed to include; taxiway/runway closures, ceiling, visibility, or other pertinent airport information. We need to know that you have the most current information.
Q: How can I get a tour of an ATC facility?
A: Since 9/11, it’s been more difficult because of security concerns. You can still make an appointment by calling ahead of time. Some facilities require 24–48 hours to obtain approval from the regional office.
Q: What is a typical work day for an air traffic controller? How long are their shifts?
A: Controllers are shift workers. Most ATC facilities have at least day and swing shifts, while 24-hour facilities will also have a graveyard shift. By regulation, shifts cannot exceed ten hours per day, but we normally work eight-hour shifts.
Q: Does it make any difference to ATC if I file a flight plan via DUAT, DUATS, or with Flight Service? Can ATC tell which one I used?
A: No and No to both questions.
Q: What is “standard separation”?
A: Standard separation refers to the distance required between aircraft (primarily IFR aircraft). Many types of separation include vertical, lateral, wake turbulence, and runway separation. The amount of separation can vary due to factors such as type of aircraft involved and radar coverage.
Q: What should I do if I contact ATC and no one answers?
A: First, check your radio. Are you on the right frequency? Is the volume turned up? If you know your radio is working, try calling again after a few minutes. Do not enter airspace if you haven’t established two–way radio communication (or received a clearance in the case of Class B). If you still haven’t received a response, try calling approach or center on a different frequency, transmit on 121.5, or if applicable you can go back to the last frequency.
Q: How do you handle a stuck microphone?
A: Occasionally we hear some good flight instruction, sometimes some bad singing. Sometimes we can override them, because the tower transmitter is stronger than most airplane transmitters. Sometimes we’ll call another pilot to see if other pilots can hear us over the stuck–microphone signal, and then we will start switching aircraft one at a time to another frequency narrowing it down to the aircraft with a stuck mic. This does a couple of things; it isolates the aircraft with a stuck mic, and it also allows us to continue communications with the other aircraft without the interference of the stuck mic. One suggestion: If you know there should be a lot of other aircraft in the area, but don’t hear anything on the radio, check for a stuck mic.
Q: Why should I say "Student Pilot" on initial contact?
A: We will pay special attention to you and take extra precautions when communicating since we know you are a student and want you to learn how to feel comfortable in our airspace.
Q: How are transponder codes assigned? Why do they seem to be similar for a particular facility?
A: Facilities are allotted a particular subset of codes, which helps to prevent duplicate beacon codes within a specific area.
Q: What is a TRACON?
A: The acronym stands for Terminal Radar Approach Control. TRACONs usually provide radar approach control service within a specific distance of certain airports. Normally this does not exceed 60 miles.
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