How the PIC deals with ATC
If the PIC knows and does as the FARs require there will be little need for ATC to step in and save the situation. MSAW (Minimum Safe Altitude Warning) is a low altitude warning system that exists at many ATC radar sites. Even so MSAW will work only if properly calibrated to the latest altitudes. The competent PIC, who is flying as he should, will never need an MSAW save.

Every PIC on an instrument approach should brief every approach so as to be familiar with the headings, altitudes and procedures need to get on the runway. Knowing when and how to get chart data takes practice. The latest Jeppeson charts are greatly improved to make getting pertinent information available. Do not depart until you are prepared.

Read and study the latest changes in the AIM and FARs. Changes take place every week and most of them will not apply to your flying. Still, you must read them all to catch those that do affect you. A PIC makes a point on having all available information. A PIC will remain current and proficient. A PIC will confirm every clearance and instruction with a read back even while performing the instruction.

A PIC will query ATC to confirm any unusual or seemingly inappropriate instruction. Recently, a student and I were given a vector by ATC in error. We acknowledged the vector at the same time ATC was admitting the error so neither of us heard the other. Had we not immediately asked the correct question about the vector and been advised by ATC that the previous vector had been cancelled we would have flown completely away from the published hold.

Pilot Departure Operations:
I have found that it is always a good idea, before you get into the airplane to point the direction you expect to fly.  The tower airport departure is a multi step procedure. First you get the ATIS and talk to clearance delivery if radar is involved. This will involve a transponder squawk, departure route, approach frequency and a read back. Plan your call-up to ground just as you would to tower. If you are uncertain or become uncertain don't hesitate to advise ATC and get assistance as you taxi. ATC can see the airport much better from the tower than you can from the ground. You should have an airport diagram available to study before you even get into the aircraft and review it again from the ATIS information.  On completion of your runup you will contact the local control (tower).  Now is the time to compare your taxiing instructions to the airport diagram and to high-light your expected route.  

You have looked in the direction you expect to depart before getting into the aircraft. You have noted the wind direction and set a heading bug on the wind direction so as to help you keep in mind the yoke position for the wind direction.  Always taxi as though the wind were strong enough to flip over the aircraft.  This will prepare you for the day when the wind is that strong.  On getting the ATIS you have planned your runway request for the most efficient departure. If you do not get the most efficient departure runway then you must plan your flight departure to establish the easiest interception of the planned route.

All too few pilots request the 270 departure that crosses them over the airport on a course that corresponds to the line drawn on the sectional. Why begin a flight two miles off course if you don't need to? To help ATC you have named a specific destination rather than a general direction or departure. This provides safer traffic avoidance. A good departure call would be:
"Podunk tower Cessna 1234X student pilot ready (runway number) (right 270 on course Xandu) (have any reported traffic)" 

ATC is required to 'point out' any known traffic that may affect your arrival or departure. You should acknowledge that you are looking and when seen you are expected to report 'traffic in sight'. Any time you report having reported traffic you make a friend of ATC since you then assume traffic avoidance responsibility. If after thirty seconds or so you have no visual contact be sure to advise ATC by saying, "Negative traffic.".

Tower Departure
Good operational procedures for initial tower call up suggest:
1. Select correct frequency
2. Practice the radio call for smoothness, accuracy, and completeness
3. Check for frequency congestion
4. Give full aircraft identification (+ student pilot if appropriate)
5. Give position and runway (Say, "In sequence" if you expect to follow other aircraft.)
6. Give departure request, direction or destination

With proper radio planning it is easy to go in any direction. A standard departure need not be requested but it is best to include such intent in your call up. Request must be made for straight-out, right/left crosswind, right/left downwind, right/left 270 crossing field 500' above pattern, direct VOR, on course to (destination).

Examples:
"Concord Tower Cessna 618 ready 32R right standard departure"
"Napa Tower Cessna 618 ready 18L request straight out"
"Livermore Tower Cessna 618 ready 25L request right crosswind departure"
"Oakland Tower Cessna 618 ready 27R request downwind departure"
"Concord Tower Cessna 618 ready l9L request left 270 departure on course Napa"
"Napa Tower Cessna 618 ready 24 direct to VOR"

While all of the above procedures are correct, I would again suggest a more appropriate call would be to request an 'on course' to you planned destination. This serves as a mini-flight plan on their tape recording and is a more accurate description of your planned route in terms of traffic advisories.  This is a good practice on non-tower departures as well.

The aircraft is cleared for takeoff. Prior to taking the runway the plane is turned so that both the final and base can be easily viewed from the cockpit. The clearance is just ATC's way of saying go ahead but if anything goes wrong it is your fault. The basic flight rule of VFR flying is, "See and be seen". During the departure, flight checkpoints and any related radio communications should be identified as well as their relationship to your departure from the airport.

Since more and more airports are building parallel runways the pilot should make a practice of making a 10 degree turn away from the adjoining runway to assure no conflict with departing aircraft on the other runway. If in your opinion, traffic conditions permit, and you have some need such as opening a flight plan do not hesitate to request a frequency change even though you may still be within the Class D footprint. The tower may or may not accede to your request.

Pilot Arrival Operations
If you are a passive pilot who lets ATC make all your arrival decisions you can just follow orders. This works best if you are quite familiar with the airport and its procedures. At unfamiliar fields you need to work out an arrival with ATC. The easiest, but less efficient way is to request to overfly the field and let them work you into the pattern. Passive radio operations usually require multiple transmissions involving questions and answers. One incompetent pilot with poor radios can tie up the system.  I have consistently found that the aircraft using the best radio procedures gets the best handling from ATC.

Every light aircraft pilot should be wearing a headset. He should know that microphones are noise canceling. The closer to the mouth the mike the less extraneous noise will intrude. As a pilot you will speak at a measured pace without punctuation. Make no pauses for periods, commas, or thinking. As a solo student you always let ATC know that you are a student as part of your full aircraft identification so that they can keep an eye on you. ATC communications are practically the same in similar situations. With experience you can recognize the 'canned' aspects and include them in your call-up. The more assertive pilot will take charge of the situation as suggested below. Do all your planning and thinking before you key the mike.

Several planning steps should precede the call-up to a tower-controlled airport. You should get the ATIS well away from the airport. This means you will know the direction of the preferred runway. You will know if a substantial crosswind is involved. You will listen and orient other traffic with reference to your arrival. You will plan your arrival so as to make your initial call-up at a selected reference point and altitude. Reference points are best when they are specific identifiable spot locations. Altitudes below 3000 feet AGL are safest when not at even thousands or five hundreds.

As a student you would be well advised to write your expected arrival radio call out without any shortcuts. Have it so you can read it off. After doing this a few times the writing will no longer be required. Where multiple runways exist some variations are to be expected. With the planning taken care of, you take a deep breath and practice getting everything out in one smoothly paced flow. While you are practicing you will be listening to the radio for ATC references to both inbound and outbound traffic.
Ready begin:
"Podunk tower (Cessna 1234X)(reference point) (at altitude)  (arrival path) (will report) (with ATIS)
(looking for traffic)".
You win if the tower says, "34X approved as requested."

Properly presented and arranged radio work by the pilot helps the controller sort out the factors of aircraft type, position altitude, intentions, and expected report. Making it easy for ATC lets them make it easy for you.

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