NORDO Opinion
I fly into a Class D quite often with no radio. If I can, I call them on the phone with an estimated arrival time. When I get to the airport I come in above the pattern altitude from a direction free of IFR arrivals. I circle the tower until I get a green light to enter the pattern. I have yet to make a full circle.
When I get the green I enter a downwind for the active runway and watch the tower for another green. That one is "clear to land." Once I am on the ground I usually grab a phone and call the tower to say "Thanks." I am often complimented on my NORDO approach procedure.--
HighFlyer
Transmitter Failure on Radar
Infrequently a radio microphone or transmitter will fail when in radar contact. The controller can by a carefully selected series of questions determine what you plan to do. You will be asked to IDENT or not in response to the questions. The transponder can work effectively on low power long after radios and transmitters fail. Taped records are kept of radar pictures and this can be used to locate downed aircraft.
Pre-solo Radio Exercise
After landings have been made at all the nearby airports, the student should be ready to do landings at CCR. Up to this point the student has been using the radio for all arrivals and departures but the instructor has done the pattern communications. When landing proficiency reaches the solo level the instructor has one more lesson before full responsibility for the radio goes to the student. After this lesson the student is ready to prove ability to solo.
This flight is best done at a tower field with multiple runways, in calm winds and light traffic. By prior arrangement with the tower, the instructor has requested that the controller give a variety of clearances and directions. These should cover all common activities that occur during runway changes, congested traffic, and other operational situations. Among other things, the student is being taught the priorities of flying. #1 fly the plane. #2 navigate. #3 communicate. The intent is to expose the student to as many variations of airport procedures as 45 minutes will allow.
The student is advised that no mistakes on his part will occur. The instructor will provide all the help needed to see that the student will have a successful experience. ATC will direct the aircraft to all the runways. These will include such things as: Right base to the left, short approach, side step to R/L runway, stop and go, go around, land hold short, taxi back, long landing with 180 for takeoff, etc. The pattern work will include: 360's for spacing, 270's re-enter on base, L/R 180's, over fly field and enter downwind, red light, green light, etc. On occasion ATC may simulate radio difficulty and use light signals.
One of the purposes of this is to overload the student with procedure, workload, and communications so as to create a landing-without-clearance situation. Every pilot should, if in doubt, verify that a clearance has been given. The student may forget to contact the tower before turning base. I sometimes arrange that these things will occur with the tower.
Opening a flight plan:
After initial contact from above:
34X: "Cessna 34X VFR Concord to Reno via Blue Canyon open flight plan off at one-two" (twelve minutes after hour)
FSS: "34X your flight plan is opened Oakland altimeter 3002"
Position report Sequence:
After initial contact from above:
34X: "Cessna 34X position report VFR Concord to Reno Sacramento at four-five estimate Blue Canyon zero-eight Reno"
The sequence of the position report requires:
Your identification.
The fact that you are making a position report on a VFR/IFR flight between two distant points
You are at a present position
The time you expect to reach your next major checkpoint; and
The name only of the next checkpoint.
FSS: "34X roger your position report Sacramento altimeter 2992
Weather PIREP: (getting)
After initial contact as above:
34X: "Cessna 34X VFR CCR-RNO request current weather and PIREPS for Sierras with winds at 9 and 12"
FSS will give as much data as is available. You may feel it desirable to give a PIREP of your current location and weather/winds/turbulence etc. You will be requested to include aircraft type and flight route.
A PIREP becomes an official weather report. You are expected and required to give a PIREP when encountering any un-forecast weather or hazard.
The major items of a PIREP are cloud bases and tops, layers, flight visibility, precipitation, visibility restrictions, wind, temperatures aloft, icing and turbulence. You can give a PIREP to any ATC facility. As soon as you call it a PIREP it is required that the information be forwarded to other aircraft.
Giving Weather PIREP
It is surprising how difficult some pilots find giving a description of the weather. Describe clouds by type, altitude and extent of coverage. Describe turbulence as to whether things in the aircraft rock, slide or jump. Describe visibility by identifying things you can see. Some of the best PIREP material is telling what is not happening. Put a copy of the PIREP sequence on the back of your lapboard so you can look at it while giving the report..
The first five items are mandatory:
1. A PIREP can be routine (/UA or urgent (/UUA)
2. /OV is the location of nearest three letter navaid identification
3. /TM is the time written in four digits in GMT
4. /FL is the altitude written in three digits for hundreds of feet or unknown as /FLUNKN
5. /TP is the type of aircraft up to four digits or UNKN
6. /SK uses SCT, BKN or OVC as cloud cover symbol. Base height is in hundreds of feet. / (solidus) separates layers
7. /WX is flight visibility and weather. Standard symbols but no intensity.
8. /TA is Celsius temperature
9. /WV is wind direction and velocity in six digits.
10. /TB is turbulence with altitude only if different from #4,
11. /IC is icing shown in standard contractions of type and intensity.
12. /RM is remarks about most hazardous condition first.
1. /OV Where
2. /TM Time
3. /FL Altitude
4. /TP Aircraft
5. /SK Sky
6. /FV Visibility
7. /TA Temperature
8. WV Wind
9. /TB Turbulence
10./IC Icing
11./RM Remarks
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