Radio Skills are 50% of Flying

Getting the ATIS
I have found that it is a tremendous advantage to be able to get the ATIS the first time every time. I have also found, that the expense of having the engine running is a prime motivation to listen and get the ATIS quickly and efficiently. I have had many pilots come to me who, even with the engine off, as you do will listen to the ATIS several times . I have received many belated compliments for using this ATIS method from students who have gone on to IFR copying of the ATIS and clearances.

I suggest writing the ATIS on the hand. I use a + format and let the vertical line represent the runway. In the top left quadrant I put the "name" of the ATIS. At the top of the + I put the runway used for takeoff and landing. In the top right quadrant I put the wind direction and in the bottom left quadrant I put the wind velocity. The lower right quadrant gets at least the last two digits of the altimeter setting. These are the essentials. I may make the vertical part of the + into a runway and draw an vector arrow to show the crosswind direction and velocity. The other ATIS information can be observed or noted without writing. Where an instrument runway number is always on the ATIS, ignore it when it is not the "landing" runway..

Pilots with their heads down have rolled, unknowingly, into other aircraft while copying the ATIS. You do not need to look down at a lap-board as you write the ATIS. It is best to keep your head up and an eye outside the cockpit. Never, never rely on a parking brake.

The student will benefit from getting the ATIS with the engine running at all times. The cost for time on the ground will be recovered many times over in the air. This puts economic, as well as mental pressure, on his ability to WRITE the ATIS first time it is broadcast.

Michael's Introduction,
You will begin using the radio from the very beginning. You can make things easier by skimming through my radio material. Don't try to learn everything at once. We will spend considerable time practicing before we actually use the radio.

The first radio we use is on frequency 124.7. This is the ATIS which means Automatic Terminal Information service. It is always sequenced the same with far more information than you may need.
You can hear this information over the phone by dialing 925 685-4567.

First, it gives the time which in most aviation around the world is based on the time at Greenwich (Pronounced Grenich) England. Your Dad is very good at using this time system. For training purposes we will stick with local time for now.

Second, will be the wind direction. Wind is always given as from a direction to the nearer ten degrees. The degrees are always given as three separate digits.

Third, will be the wind velocity. The velocity is always given in knots per hour instead of miles per hour. One way to make the numbers easier to understand is to think that 7-knots is close to 8-mph. Go to the history section of my web site Page 6.37 and read about the following and you will know more than most pilots (show it to your Dad) … Different Miles and How They Came to Be; … It's About Time; ...Time; … Way to Go; …Measures;

Forth, will be the altimeter setting. The altimeter has an adjustment for changes in air pressure. Since the pressure is constantly changing the pressure and all the other ATIS information is updated hourly or more
often as necessary. The correct setting of the altimeter is very important in every locality so that planes
will properly separated from each other.

Fifth, the ATIS gives, at Concord, the active instrument runway that is always 19R followed by the runway used for landing and departing.

Sixth, all the NOTAMS or Notices to Airmen are given that warn about situations on or about the airport

At the beginning and end of of the message one letter of the phonetic alphabet is used in sequence to identify and separate the message from all previous and subsequent messages. Hourly changes are pretty standard for changes at the 45-minute hack. More frequent changes occur as required.

.925 689-2077 is the automated weather observation system called AWOS. It is activated when the tower is closed, before 6 a.m. and after 10 p.m.

Ground Radio to Taxi
--Never transmit on the radio without practicing what to say while holding the microphone to your lips. It does no good to practice without the microphone. Take a deep breath and get all the words out smoothly without pause or punctuation.
--Don't broadcast until you have mastered what and how to say everything.
--The order of words is often as important as the words themselves. For our convenience all practice will use the ATIS as "Alpha".
…Who you are talking to...
…Who you are...
…Where you are...
…What you want...

This should come out an a smooth series of words without punctuation or pauses. Almost every ATC communication needs to be acknowledged and sometimes repeated back for verification. All runway assignments are to be read back whether on the ground or in the air. A clearance to taxi lets you taxi anywhere on the airport as long as you do not intrude on the runways in use.

Have clearly in mind where you are, where you are going, and the route to get you there. If ever in a situation where you are unfamiliar as to where you are or how to get where you are going on the ground advise the controller. If ever in doubt, ask for help.

This tells the controller that you expect him to advise you where to go and turn as you proceed. It is a sign of professional competence to admit when you require help. It is just as important to know how to get help as it is to know the way. You are going to be landing at many strange airports where the ability to get timely assistance is important.

Departure Radio
After arrival at the runway, a direction of departure must be determined. It is a good practice for the departure communication with the tower to include "on course to (place)" and a request for a time check. This serves as a mini-flight plan which is recorded as well an experience in noting time. It is more specific as to direction with regard to traffic advisories. This departure allows us a direct route if approved by ATC. We don't have to go there, just head in that direction. Read the advisory signs at all airports.

Practice until your call-up comes out smoothly as...
Call-up
Clearance
… into position and hold"
This clearance MUST be acknowledged since it confirms our understanding and intention to stop in position.
We say..."8 position and hold"

We must hold until we hear...
…. cleared for takeoff on course (place) approved"

We may takeoff and proceed on course without further acknowledgment.

A possibility is ...
… hold short landing traffic"
You say...
… holding short"

Any clearance using the word "hold" must be acknowledged. (I have taught this procedure for years, it became an FAR in 1992). This means that we may taxi so as to clear the approach area but we may NOT cross the hold bars to the runway.

Arrival Radio
(Airport tower) Cessna (number and position0 at two-thousand eight-hundred with _____ request (arrival and runway) will report …(Airport) ground Cessna (number) clear of the (runway) taxi to …

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