Who's afraid of ATC?

One of the challenges of earning an instrument rating is getting accustomed to the increased radio workload.

As a private pilot flying VFR, you may have eschewed air traffic control (ATC) in busy terminal areas, instead remaining outside of airspace that requires a clearance to enter. There certainly is a sense of serenity involved with flying free of that constant chatter in your headset and just enjoying the ride. But in the instrument-flight-rules world you will be in the company of a multitude of controllers from before your wheels leave the ground until you reach your destination. These controllers are the vigilant guardians of your safety rather than faceless gatekeepers of forbidden airspace.

So although "mic fright" is not unusual among instrument students or new pilots, says Michael Dowd, a 19-year veteran controller and a member of the National Air Traffic Controllers Association at Boston Center, the first rule of thumb in becoming comfortable with ATC is to remember that controllers are human. Tell them you are in training or a new pilot.

"Controllers want to help to the best of their ability," says Dowd. "I don't know of a single colleague who wouldn't help a student in need. We're all on the same team."

Dowd, a private pilot and instrument student himself, says that "using the system deepens confidence," and adds that controllers routinely make special allowances for student pilots and novices.

"I deal with general aviation with more consideration for the level of experience. I've been behind the mic and I know it can get hectic, so I'll reduce my speech rate, spell waypoints, tell pilots what to expect so they get their [navigation radios] set up. I do slow down," he says.

With this in mind, let's go flying.

We will depart Laconia Regional Airport (LCI) by Lake Winnipesauke in New Hampshire for a short hop to Boston's Logan International Airport to see the Red Sox beat the Yankees.

The reported ceiling along our route is at about 500 feet, so we have filed an instrument flight plan and have selected Providence, Rhode Island, as our alternate airport, where the forecast is for visual conditions.

Laconia is a nontowered field, and although the airport diagram shows a clearance delivery frequency, it is out of service today. Not to worry. There are other easy ways to pick up our routing. One is to call flight service (use the nationwide clearance delivery phone number, 888-766-8267) or by radio - in this case Bangor Radio on 122.3 MHz; tell them who you are, where you are, and what you want.

In either case, you will receive a "void time" by which you must be airborne in order to fit into the flow of traffic to Boston. If you fail to do so, the clearance will no longer be valid and you will have to call again for a new release. Do not feel rushed. If the time you receive seems too tight, say so, and ATC will accommodate you.

If the weather were better than it is today, we could also depart VFR and call Boston on 134.75 MHz once airborne, remaining clear of the clouds and any airspace requiring authorization to enter, and pick up our clearance. Although perfectly acceptable, this method will increase your workload during the initial climbout, so if there is any weather, be sure to give yourself ample room and time to call.

Today, we've managed to reach departure on the ground and the controller's instructions for our departure are: After takeoff, turn left heading 220. We're given an altitude and a squawk code, and must repeat or read back the clearance to the controller.

Shortly after takeoff we make contact with Boston Approach and are radar identified. From here on, the controller, located in nearby Merrimack, New Hampshire, will monitor our progress, offer traffic advisories and, workload permitting, advise us of precipitation or areas where icing or turbulence were reported. She is our guardian angel, not an adversary. She, like you, might well be in training.

"There are younger and younger voices on the frequencies, so a student pilot might be talking to a controller in training," says Dowd. "We need a bit of patience and tolerance because we're all in it together."

The en route portion of the flight is likely to be familiar as it is much like VFR flight with radar traffic advisories (commonly called flight following). If you experience turbulence, need to fly a few degrees off course to avoid weather, or are encountering icing, be sure to tell the controller and she will help you.

As we reach the edge of this sector, she hands us off to her colleague responsible for the next area, who, thanks to a data block displayed on his radar screen, will already know our tail number, current altitude, airspeed, destination, and type of aircraft.

Checking in with him is easy. Listen before you speak to keep from blocking the frequency, and avoid being too lengthy. Be sure, however, to tell him if the previous sector issued you an instruction "at pilot's discretion" or a crossing restriction. "Boston Approach, Cessna One-Two-Three-Four, level at 5,000 to cross Manchester at 3,000."

Also, advise the controller that "Cessna One-Two-Three-Four is vacating 5,000 to cross Manchester at 3,000," when you do decide to descend.

As you get closer to Boston, your radio sparks to life. There are the airliners going into Boston, Manchester, and Providence; private jets landing and departing nearby Bedford; and, of course, instrument students taking advantage of the weather to get their wings wet in real IMC. If you have two radios, now is a good time to tune number two to the Boston automatic terminal information service. If you have only one or are not comfortable listening to two frequencies at once, just let the controller know.

"Approach, Cessna One-Two-Three-Four would like to leave the frequency for a moment to pick up the Boston ATIS."

In some cases, Approach will read it to you, but he is busy today and asks that we check in with him when we return to the frequency.

We are now just a few miles from Boston, having so far navigated to VORs ourselves, but as we near the airport ATC will begin to vector us for the approach.

"Cessna One-Two-Three-Four, contact Boston now on 126.5."

This is the final approach controller, who will clear us for the approach and hand us off to Boston tower, so be sure to let her know that you have the current ATIS in Boston.

"Boston, Cessna One-Two-Three-Four, 3,000 with information Oscar."

"One-Two-Three-Four, good morning, turn left, heading zero-three-zero, vectors for the ILS Two-Two-Left to hold short of Runway Two-Seven."

"Left zero-three-zero, I'll expect the ILS Two-Two-Left to hold short of Runway Two-Seven, Cessna One-Two-Three-Four."

This is where the radio work is the busiest, but also the easiest if you think about what is going on. ATC is essentially putting us in a normal traffic pattern and through the use of assigned headings will call your downwind, base, and final. Avoid the lazy "Roger" and read back the direction and heading she wants you to turn to, to avoid any confusion.

On a right base, the controller gives us a final vector.

"Cessna One-Two-Three-Four, you are three miles from VOCUS, turn right, heading one-niner-zero to intercept the localizer, maintain 1,700 until established. Cleared the ILS Two-Two-Left approach."

Although this seems like a lot of information, the controller is giving us a rather standard 30-degree intercept to the localizer, and a descent to the approach's minimum vectoring altitude, until we are established. A thorough approach briefing will help you anticipate these instructions. Also, writing down clearances and instructions will minimize errors and make your readbacks faster and more accurate.

After checking in with tower, we will receive a landing clearance. Tower will also close our IFR flight plan. If you were landing at a nontowered airport, the last approach controller will give you the option of closing it in the air or letting you call Flight Service once on the ground. Make sure a landing is assured before canceling in the air in case you need to fly the missed approach.

Now let's say the visibility in Boston has dropped below the published minimums. You execute the missed approach and enter the hold.

"Cessna One-Two-Three-Four, state your intentions."

Again, do not feel rushed. Fly the airplane above all else.

"Stand by," is always a very acceptable way of letting the controller know that you are busy and will get back to him once you have everything under control.

To make the day just a little more exciting, Providence, our alternate, has unexpectedly gone below minimums. If you are able to pick up the weather at other airports in the area by radio or check the textual reports on your Garmin G1000, take your time and find a field that is suitable to divert to. We have plenty of fuel and are not a hindrance to the controller while in the hold, so slow down and make a sound decision.

If weather is not available, simply ask for help. "Approach, Cessna One-Two-Three-Four. My alternate is below minimums. Are you able to suggest another airport to divert to?"

"Cessna One-Two-Three-Four, it seems the weather inland is better. Norwood is showing 800 overcast, three miles visibility, Bedford 600 and two miles, Worcester is VFR."

Advise the controller where you would like to go and he will point you in that direction.

Remember, in good and difficult times in IMC, while you are flying blind, controllers are your eyes and are always there to offer a helpful hand.

Mark Wilkinson is a first officer on the Embraer 145 jet for a regional airline. He began flying in 2004, and living in Boston, is a Red Sox fan.

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Tips from an air traffic controller

Michael Dowd, a 19-year veteran controller at the Boston Air Route Traffic Control Center and a pilot, offers these tips for working with air traffic control.

• Spend time with a controller at an ATC facility. Call ahead to arrange a visit.
• Work the system. Don't avoid flying IFR or in busy airspace. The only way to learn it is to use it.
• Be as standard as possible in reading back instructions and don't forget to include your tail number. This happens all too often, says Dowd, and leaves controllers guessing as to who is calling.
• Work with your instructor to develop good habits, beginning early in your primary training.
• If you are unsure what route to file or fly take advantage of AOPA's Internet Flight Planner or the Airport/Facility Directory, which contains detailed airport information and diagrams, communications frequencies, and preferred IFR and tower en route control routings.
• When in doubt, just ask. If the answer is unclear, keep asking until you understand what it is ATC wants you to do.

AIM for a great conversation

Perhaps it's because in our ground-based lives we never have to do anything like it, but most students have trouble talking on the radio at one point or another. That's why a number of different products have hit the market to help with the problem. There's voice simulation software, books, CDs, and more. But chances are you already own one of the most useful - the Aeronautical Information Manual. The AIM covers almost every communication situation a pilot will encounter. Most of it is contained in Chapter 4, but the Pilot/Controller Glossary is also a blockbuster resource. Now if they only made something as useful for relationships....