Class B Airspace
Not available to student pilots without instructor endorsement.
Be sure that you initiate Class B airspace communications early enough to avoid entering before getting a clearance to enter. Know your positions and altitudes in relation with the Class B airspace so that no entry will occur prior to entry. If the controller fails to give a clearance to enter, be sure to ask for it and get it, before intruding into the Class B airspace. With the latest Class B and Class C airspace requirements, it is not unusual to have a considerable delay before establishing contact. Controllers are often on the phone or processing data that prevents immediate response. In the LAX area it may take five or more minutes before a busy controller can get to a new arrival. General Aviation IFR/VFR flights can expect few, if any, direct or shortest route flights in Class B airspace.

Procedure
Monitor frequency to determine use. Be sure to remain clear of Class B airspace both horizontally and vertically.
"Norcal Approach Cessna 1234X over" If no response, wait 30 seconds and call up again. The controllers are often on the phone or processing data that prevents immediate response. When their work load permits they will say...
ATC: "Cessna 1234X Bay Approach go ahead"
34X: "Cessna 34X Birones Reservoir at 3000 squawking 1200 VFR Concord to Half Moon Bay request flight into the Class Bravo airspace at 3500 enroute"
ATC: "34X Standby for squawk" ( Standby means not to make any response. )
ATC: "34X Squawk 0734 and ident"(Turn X-ponder to STANDBY, reset code, set to ALT, push the IDENT button. )
34X: 34X squawking 0734
ATC: "34X Radar contact" acknowledge with 34X.
ATC: "34X traffic 12 o'clock 1 mile" Navy A7 at 2000 climbing"
34X: "34X negative traffic will accept vectors"
ATC: "34X turn right 340"
34X: "34X right to 340 have traffic"
ATC: "34X with reference to traffic proceed own navigation via G.G. Bridge and shoreline"
34X: "34X own navigation"

Do not enter Class B airspace until you receive a specific clearance to do so. Always write down squawk and frequencies. Always repeat back squawk, frequencies, headings, and directions as much as practical. All assigned altitudes and headings be maintained since traffic clearances are determined thereby.

Class C Airspace
The Class C airspace system has a ten mile inner circle in which a call up is optional to an ATC approach facility or the tower just as though it were Class D tower airspace. Whether you talk directly to the tower or to Norcal Approach depends upon your direction of arrival and altitude.  A Communications is a FAR requirement as is transponder operation in Mode C. The outer 20 mile circle has a permissive call up. Class C airspaces are charted with altitudes in magenta outlines.

Operational procedures
1. Get the ATIS
2. Use the correct frequency
3. Practice for smoothness/accuracy/completeness
4. Check for frequency congestion
5. Full aircraft identification + student pilot
6. Position and altitude
7. Request and expected reporting point
8. Initial Class C airspace call up:
"Podunk approach Cessna 1234X student pilot over."
DON'T ENTER THE Class C airspace UNTIL ACKNOWLEDGED. (No clearance required.)
"34X (position-altitude) with ATIS and full intentions and any special request.
Initial Tower Call-up "Podunk Tower Cessna 1234X student pilot Position at altitude request left base entry for the right will report 2 mile base"

Basic En route Procedure
Initial call-up to get into the system before you have a transponder code (squawk) is always:
Blank Approach Cessna 618 over
If no answer...
Check your radio switches and frequency
Wait 30 seconds and try again

When ATC radar responds they need certain information for their computer.
1. Aircraft type and identification
2. Present position and destination
3. Present altitude and final altitude
4. The ATIS letter if you are inbound for landing

There is a 'canned' procedure for saying this:
Cessna 618 is a Cessna 150 Walnut Creek
landing Oakland out of one-thousand six hundred
for two thousand five hundred with Alpha
ATC will assign a transponder code:
1. Write down the assigned code
2. Say back the code as...
8 understand squawk 5234
3. Place selector on standby
4. Set in assigned code
5. Place selector on altitude
6. If ATC does not advise in radar contact, say
8 squawking 5234

Occasionally, you may immediately be given a squawk or just to remain clear and standby. Be sure you understand the significance of what ATC says. Normally, you will be assigned a squawk and may or may not be told to IDENT. Do not IDENT unless told to. The IDENT button causes a flashing IDENT to appear on the controllers scope adjacent to your data block. The discrete transponder code does more than just identify the aircraft. It often is used as a destination indicator so that other sector controllers know where you are going.

If the controller says "Radar Contact" acknowledge with your last three call letters. If for some reason no secondary target (transponder) is seen, you may be requested to recycle. This means to reset the numbers perhaps providing better electronic contact.

All instructions, traffic point-outs must be repeated back to the controller in acknowledgment with aircraft identification.

Any changes of altitude or direction must be communicated to ATC authorized by the controller.

When you leave a radar service area the controller will so advise you and ask you to squawk VFR (1200) and approve a frequency change. You must never leave contact with ATC approach/departure without such an approval. If you need to change frequency to contact Flight Watch or an FSS just request a 30 second frequency change. You will be told to report when back on frequency.

The Handoff
The area around a radar facility or antenna is divided into both horizontal and vertical sectors. This means that as you proceed you will be changed from one controller to the next. This is called a handoff The controller will, prior to informing you of the hand off, tell the next controller via phone/computer that you are coming and the particulars about your aircraft and operation. Then he will advise you of who to contact and on what frequency.

Once the controller has completed your data block this information can be passed via computer from sector to sector or between facilities. For this reason the 'handoff' requires a minimum of communications. As you transition from Travis airspace to Sacramento Class C airspace, the controller will say...
"8 contact Norcal Approach on 118.8"
Acknowledge any handoff by repeating back the place and frequency assignment.
"8 going to 118.5 with Norcal Approach."

Operational Procedures
So long as ATC does not bill you for their services, you would be well advised to take every opportunity to add their equipment and skills to your flight safety margin.

VFR Flight advisories are not implemented consistantly from facility to facility across the country. Some facilities are more VFR friendly than others. The more professions your radio procedures the more you increase your likelihood of getting the service you want.

The time of day and week makes a difference. a controller can be handling 2 or 3 frequencies while coordinating a bunch of handoffs an the phone line. Just because the frequency doesn't sound busy, may not be a true indication of what the controller is working with.

Just ask, "XX Center/Approach Cessna 1234X VFR request". If he's busy, he'll tell you! If he says, " 34X go ahead with your request". Be pre-prepared to give your entire request that should include;

A. Aircraft identification, type and equipment

B. Where you are, your altitude, and destination

C. Any other specifics.

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