Air Traffic Control
Communications
A guide to successful communication
between ATC and the beginner pilot.
Introduction
 In this presentation the following texts will be
referenced:
 FAR/AIM
 Pilot’s Handbook of Aeronautical Knowledge
 Rocky SOP
 If they are accessible, please use them and
follow along.
Definitions
 What really is ATC?
The FAR/AIM defines Air traffic control as:
a service operated by appropriate authority to promote
the safe, orderly, and expeditious flow of air traffic.
The FAR/AIM defines Air traffic as:
aircraft operating in the air or on an airport surface,
exclusive of loading ramps and parking areas.
Reality Check
 What is there to be afraid of?
You may be afraid that you will say words
incorrectly, or get in trouble. You might fear
appearing like a beginner. Reality check! You
are a beginner! Its okay. Come to the
realization now that you are going to make
mistakes.
The purpose of this presentation is to ease your
worries and give you a better understanding
of the world of ATC with respect to the Billings
vicinity.
The Control Tower
 The control tower has three different
frequencies that you will communicate on.
Those frequencies are monitored by three
different areas of the tower:
-Ground Control
-Tower Control
-Approach/Departure Control
Ground Control
 Ground control is monitored by people in the very top
of the tower. They are looking out the windows and
can watch you as you taxi.
 They exercise jurisdiction over the taxiway and all
areas prior to the runway.
 You must get clearance to taxi, you receive this on
the ground frequency.
 Here at Billings Logan, ground is 121.9
Tower Control
 Tower control is monitored by people in the same
room as the ground control. They are in the top of the
tower and can watch you as you take off and land.
 Tower has jurisdiction over each runway and the
vicinity of the traffic pattern.
 You must get permission to take off and land on their
pavement. These are the people that allow you to do
that.
 Here at Billings Logan, tower is 127.2
Approach/Departure Control
 The people that monitor approach/departure control
are located in the base of the tower. They are in the
“TRACON” room. This room is completely dark and
they are watching your aircraft on the radar.
 Here at Billings Logan, approach/departure are the
same frequency: 120.5
You say “Billings approach” when
arriving for landing. You would say
“Billings departure” when exiting the
vicinity. Here at Billings, you are
talking to the same person. At larger
airports, the two frequencies may be
monitored by two different people.
Transitioning Outbound
 How do I know who to talk to, and when?
Here is the flow: Start with ground. Obtain a
taxi clearance. Complete an engine run-up,
contact tower (ground control will not prompt
you. You must do this on your own and tell
them when you are ready for departure). After
you have departed the runway, tower control
will tell you to contact departure. Then
proceed to the desired region, staying with
departure control until advised.
Returning Inbound
 Inbound communications are a little easier. They tell
you who to contact, and when.
Coming inbound from the practice area, contact
approach control when you are no less than 15
miles out (AIM 4-3-2). When approach is ready to
hand you off, they will tell you to contact tower.
Tower control will clear you to land, and prompt you
to exit the runway and contact ground. You will
receive a taxi clearance, and Ground control will
follow you to your ramp.
(Just reverse the flow from the take off procedure.)
Examples (From Rocky to the north
practice area)
So, what do you really need to say when contacting ground?
Include the following information: who you are, that you have
listened to the ATIS, what runway you want to taxi to, where
you want to go, and how high you want to climb.
Example: “Billings ground, Rocky 31 is at Rocky base, with
information Bravo, request taxi to runway 28R, north practice
area, 6,500 feet.”
*Information Bravo is an example of the ATIS (weather information)
that you received. Every hour it is identified by a different letter
of the alphabet, sequentially.
Examples (From Rocky to the north
practice areas)
 What to say to tower:
You have completed your run-up and you are ready for departure.
Taxi to the hold short line, stop and contact tower.
You must tell tower: Who you are, where you are at, and that you
are ready for take off.
Example: Billings tower, Rocky 31 is holding short of runway 28R
on Alpha, ready for departure.
You must read back your take off clearance. Include your call sign
and departure runway.
Example: Rocky 31 cleared take off runway 28R.
Examples (From Rocky to the north
practice areas)
 After you take off, tower will prompt you to
contact departure when they are ready.
You need to tell departure: who you are, altitude
climbing to, where you are going, and your
concluding altitude.
Example: “Rocky 31, 4,500 climbing 6,500,
north practice area.”
Examples (From the north practice
area to Rocky)
 Contacting approach from the north practice area when you are
inbound you would tell them the following information:
Who you are, where you are at, that you have the current
weather information, and your intentions.
Example: “Billings approach, Rocky 31 is 14 miles north,
currently 6,500, information Charlie, request inbound, full stop
28R.”
*In the Billings vicinity, you must contact Billings at least 10nm
out. This is so that you may properly enter class C airspace.
While in the practice area, Rocky aircraft usually on Billing’s
radar during maneuvers.
Examples (From the north practice
area to Rocky)
 Approach control will advise you on how to proceed
inbound. At their discretion, they will ask you to
contact tower.
You will tell tower the following information:
Who you are, how you are intending to enter the traffic
pattern, and what type of landing you want.
Example: “Billings tower, Rocky 31 is entering right
downwind for 28R, full stop.”
You must get a landing clearance from tower.
Examples (From the north practice
area to Rocky)
 After you land, and cross back over the hold
short line, you will contact ground control. You
will tell ground the following information:
Who you are, where you are at, and where
you want to go.
Example: “Billings ground, Rocky 31 off runway
28R at Charlie, request taxi back to Rocky
hangars.”
New words?
 Some terms have been mentioned that are probably new to you.
Such as, “hold short”, taxi line, and by the way, what is the
ATIS?
Let’s start with ATIS. ATIS stands for automatic, terminal,
information service. It is the weather information that you obtain
prior to departure. You can receive this information on 126.3,
and also in the weather briefing room, while filling out your Form
103.
You must alert ground control that you have listened to the
information when you contact them initially. Example:
Information Bravo. Each ATIS report is identified by a different
letter. The ATIS is changed several times a day, depending on
the weather. It is usually updated approximately 5 minutes
before the hour.
New words?
 The taxi line denotes the area where ground
control begins its jurisdiction. You may not
cross across this line, unless you have
received your taxi clearance.
 For example, you can taxi around the Rocky
ramp without a taxi clearance. You won’t get
very far though! But, you may not cross that
line without permission from ground.
New words?
 The hold short line is one of the most critical lines to
Air traffic control. Past that line you enter tower’s area
and you have taxied onto an active runway.
 If you recall, you contact tower just prior to the hold
short line to let them know that you are ready for
departure.
 All airport markings are standardized. Therefore, it
will always look like this:
Uncontrolled Fields
 Radio communications are essential even at uncontrolled fields.
Just because nobody is clearing you to land, does not mean that
you do not need to communicate!
Each uncontrolled airport has a CTAF (Common, Traffic,
Advisory, Frequency). You can think of it as a “call all”. UNICOM
is a similar frequency. This is a private radio and typically
belongs to an FBO (fixed base operator). Usually the CTAF &
UNICOM are the same frequency. You must make consistent
position reports with respect to your location around the field.
If you do not communicate, nobody will know you are there.
This is an extreme safety hazard!
Uncontrolled Fields
Before we can discuss the radio calls you need to
make, you must understand the terms that you would
be using while communicating. At uncontrolled fields
you must state which part of the traffic pattern you
are on.
There are five different legs of the traffic pattern:
Upwind
Crosswind
Downwind
Base
Final
Uncontrolled Fields
 The FAR/AIM defines traffic pattern as:
“the traffic flow that is prescribed for an
aircraft landing at, taxiing on, or taking off
from, an airport” (Section 1.1)
For further information, the AIM defines the
different legs of a traffic pattern in Section 3:
Airport Operations.
Uncontrolled Fields
You must transmit when you are on each leg of the
traffic pattern.
In addition, transmit the type of landing you are
expecting. For example, a touch & go, or a full stop
landing.
Communicate your taxi intentions as well. Do this
when you are taxiing to the run-up area, when you
are holding short of a runway, and prior to returning
to the hangar.
Uncontrolled Field Communication
Example
 Use Laurel Airport for example. If you are intending to land, and you
have just departed Billings, these are the communications you would
make. (Plan to land runway 4)
“Laurel Area traffic, Archer 431RM just departed Billings, any traffic in
the area, please advise.”
“Laurel Area traffic, Archer 431RM is entering the left downwind for
runway 4.”
“Laurel Area traffic, Archer 431RM, turning left base, runway 4.”
“Laurel Area traffic, Archer 431RM, turning final, runway 4.”
“Laurel Area traffic, Archer 431RM, is departing runway 4 at Bravo,
taxiing to the fuel truck.”
Uncontrolled Fields
 It is imperative that you are monitoring an
airports CTAF prior to communicating on it.
This will allow you to be situationally aware
prior to entering the area.
* At Billings, it is ok to use a Rocky call sign
(Rocky 31). Elsewhere, you must use the full
tail number (Archer 431RM).
AIM – Section 2: Radio Communications
Phraseology and Techniques
The AIM suggests that, “the single, most important thought in pilot
controller communications is understanding.”
Please keep all radio communications, brief, and concise.
In addition, “maintain vigilance in monitoring air traffic control radio
communications frequencies for potential traffic conflicts with
aircraft.”
The AIM suggests reference the Pilot/Controller Glossary to help
learn the definitions of particular words or phrases.
AIM – Section 2: Radio Communications
Phraseology and Techniques

AIM 4-2-2 Radio Technique:
1)“Listen before you transmit”
Be careful not to communicate over another person who is midcommunication. Pause and listen before you speak
2) “Think before keying your transmitter”
Have an idea of what you would like to say, particularly if it is especially long
3) Check your microphone
Speak normally, but keep your mike close to your mouth.
4) “Be alert to the sounds, or the lack of sounds in your receiver.” Check to make
sure your microphone is not stuck, thus transmitting your every word for
extended periods of time.
5) Make sure you are within radio range of the frequency you are attempting to
transmit on.
FSS (Flight Service Station)
 The flight service station is a group of government contract
employees who provide you with:
- Weather information
- Flight planning
- Aeronautical information
- Flight Following
You would contact flight service prior to your departure for
updated/current weather information, and to file your flight plan.
They will also provide you with flight following once you are in the
air, upon request.
122.0 is assigned as the En Route Flight Advisory Service at
selected FSS’s (AIM 4-2-14).
AIM – Section 2: Radio Communications
Phraseology and Techniques

AIM 4-2-3
What is an initial callup/ initial contact?
You would transmit an initial callup when attempting to contact FSS
(Flight Service Station), or a different controller. You would
include the following information in that call:
1)
2)
3)
4)
5)
Name of facility being called
The full aircraft call sign
Current position
Your message/request
The word “Over” if required
AIM – Section 2: Radio Communications
Phraseology and Techniques
 Flight Service Stations monitor many different
frequencies. Therefore, if you are trying to get in
touch with them, it may be difficult. It is best to notify
them which frequency you are transmitting over.
 Transmit whom you are attempting to contact, and
what frequency you are transmitting over:
Example: “Great Falls radio, Archer 431RM, transmitting
on 122.55 with request.”
AIM – Section 2: Radio Communications
Phraseology and Techniques
 When it comes time to your first solo (or the
many solos thereafter), feel free to add the
phrase “student pilot” to your call sign. This
will give the controller knowledge of your
situation, and they will provide you with
special consideration.
“This special identification will alert FAA ATC
personnel and enable them to provide
student pilots with such extra assistance and
consideration as they may need.” (AIM 4-2-7)
Phonetic Alphabet
 If you’re not familiar with the phonetic
alphabet you need to be. Please reference it
on the next slide.
“Pilots should use the phonetic alphabet
when identifying their aircraft during initial
contact with air traffic control facilities.
Additionally, use the phonetic equivalents for
single letters and to spell out groups of letter
or difficult words during adverse
communications conditions.” (AIM 4-2-7)
Phonetic Alphabet
The phonetic alphabet,
along with Morse code
identifications, can be
found in table 4-2-2 of the
AIM.
Inoperative Radios
If you think you have a radio problem, try and
nail down the issue more specifically. Might
you have an inop receiver, transmitter, or
both? Don’t panic, there are some simple
steps to take, and a few alternatives.
Inoperative Radios
 First, check to make sure you are operating
the radios correctly. Check to verify that you
are transmitting and receiving on the same
Com.
 Look to see if you are on Com.1 or Com. 2
 Check to see if you are accidentally
transmitting on Rocky frequency versus the
desired frequency.
Inoperative Receiver
 Don’t assume if you cannot hear radio transmissions that your
whole radio is broken. It may simply be partially inop.
 With an inop receiver, the controlling agency/those monitoring
the frequency can hear you, but you cannot hear them.
Remain outside the airspace, if able, until you can determine the
direction/flow of traffic. Advise the tower of your type aircraft,
position, altitude, and intentions to land.
Request to be given light gun signals.
*AIM 4-2-13
Inoperative Transmitter
 If you have an inoperative transmitter, you can hear
the controlling agency, but they cannot hear you as
you attempt to transmit.
Remain outside the airspace, if able, until you can
determine the flow/direction of traffic. They will
attempt to contact you over the appropriate
frequency. If only your transmitter is inop, you should
be able to hear their instructions. Acknowledge them
by rocking your wings.
Proceed inbound via light gun signals.
Inoperative Radio
 If your entire radio is inoperative:
Remain outside the airspace until the
flow/direction of traffic is understood. Join the
pattern, and watch the tower for light gun
signals. Comply with their instructions, and
rock your wings to acknowledge them, if able.
Light gun signals on the next slide.
Light Gun Signals
Cell Phones
An alternative to receiving light gun signals is to
contact the tower via cell phone. (Always fly
with a charged cell phone battery!). Your flight
instructor has this number and will give it to
you at an appropriate phase of your flight
training.
It would be easier to be cleared to land over
the phone rather than light gun signals right?
Frequencies
 Although previously mentioned, below are listed the frequencies
that you will use regularly here in the Billings vicinity:
Rocky Base
Billings Ground
Billings Tower
Billings Approach
Billings ATIS
Laurel Airport
Great Falls FSS
*Memorize ASAP
123.5
121.9
127.2
120.5
126.3
123.05
122.55
Practice Area Communications
 At Rocky, it is common practice to state your position on the
Rocky frequency. No two aircraft are permitted to share a
practice area. Therefore, it is essential that each Rocky plane is
in constant communication with one another.
 An example of communicating within the designated practice
area is as follows:
“Rocky traffic, Rocky 31, entering north practice area three,
6,500 feet, Rocky traffic.”
*Please note that there may be other aircraft utilizing the
practice areas. Therefore, keep a vigilant watch for other traffic.
Don’t rely solely on the radios/Billings departure for your traffic
advisories.
Radio License
 “There is no license requirement for a pilot operating
in the United States; however, a pilot who operates
internationally is required to hold a restricted
radiotelephone permit issued by the Federal
Communications Commission (FCC)” (Pilots
Handbook of Aeronautical Knowledge, Chapter 11).
The radio license would be used for international travel.
For example, an airline pilot operating to Mexico
would hold one of these.
The radio license can be remembered by converting the
acronym AROW  ARROW. Make the second “R”
the radio license.
Transponder
 The transponder is located above the circuit breakers on the co-pilot
side of the cockpit. You will receive a transponder code, also known as
a squawk, from ground control, during/after you have received your taxi
clearance.
A transponder code will always have four number (ex- 0432). There are
4,096 possible codes that you could be assigned.
On a typical flight the transponder will be in two different modes. It will be
in the standby mode prior to departure. And on the runway lineup
checklist, it is switched over to altitude. The altitude mode is what
allows the departure controller in the TRACON room to receive a “hit”
of your aircraft on their radar screen.
Occasionally the active controller will ask you to “IDENT.” This is a feature
of the transponder. When you IDENT, the “hit” on the radar screen
begins to flash, allowing them to locate you on their screen easier.
Transponder
 Below is a photo of a transponder:
Transponder
 The transponder has four distinct codes that
have specific meanings:
-1200 = basic VFR flight
-7500 = hijacking
-7600 = lost communications
-7700 = general emergency
Common Warnings

Radio communications are vitally important, but
they cannot replace a good scan, and visual
awareness for other aircraft traffic.

In addition, do not get caught up in communicating
with others, when you should be flying the plane.
Follow the common saying:
1)
2)
3)
Aviate
Navigate
Communicate
Common Warnings
 Remember ATC controllers are people too,
they do make mistakes. If you are questioning
ATC instructions, simply ask them for
confirmation or to clarify. It is a possibility that
you received incorrect directions, or
misinterpreted the situation.
 Don’t ever hesitate to ASK!
Audible Examples
Departing runway 28R:
Audible Examples
 Contacting Departure:
Audible Examples
 Contacting tower & receiving landing
clearance:
Audible Examples
 Landing clearance on Runway 25: