Communication and

Flight Information
 Section A: ATC Services
• ADS-B SYSTEM
• The automatic dependent surveillance-broadcast (ADS-B) system incorporates GPS, aircraft
transmitters and receivers, and ground stations to provide pilots and ATC with specific data about the
position and speed of aircraft.

https://
www.youtube.com/watch?
v=1n3wy1wPAjo
• Provides precise real-time data that immediately
• Effective range of 100 nautical miles
• ADS-B In receive traffic data from other ADS-B aircraft on a cockpit display of traffic information
(CDTI), which can be a dedicated display or integrated into an existing display, such as a GPS
moving map or multi-function display (MFD).
 Radar
The primary radar system measures the time required for the radar echo to return
from your airplane and determines the direction of the signal.
Secondary surveillance radar /
air traffic control radar beacon system (ATCRBS)
ATC to assign a discrete code that you enter on the transponder in your airplane.

An interrogator transmits a signal that causes the transponder to reply automatically with a specific coded
signal, independent of, and much stronger
than the primary radar return.

The transponder signal is used to display

an identification code, as well as your
airplane's altitude and ground speed.
 Radar Limitation
Anomalous Propagation ：“ bent” by atmospheric phenomena
Radio waves bend toward the ground, extraneous returns known as ground clutter can appear on
the radar screen. Radio waves that bend upward reduce the detection range.

Radio waves also can be reflected by dense

objects, such as heavy clouds, precipitation,
ground obstacles, or mountains.

Obstructed by mountains or are below

the radio waves due to earth
curvature.
 Transponder

Both ADS-B and radar systems

use your airplane's transponder
to provide precise information,
such as altitude and speed.
Transponder Mode
• Mode A transmits a four-digit code to ATC for aircraft identification.
• Mode C transmits your airplane's altitude to ATC.
• Mode C capability is required in Class A, B, and C airspace.
(The primary airport within 30 miles of is Class B airspace)

• Above Class B and C airspace, and above 10,000 feet MSL, Mode C capability is required.

• A Mode S two-way data link enables the transponder to exchange information with ATC and with
other Mode S-equipped aircraft. Mode S is required for ADS-B.
• Transmits GPS data, such as aircraft position, direction, velocity, and vertical trend at least once
per second.
• Mode S is also required for traffic alert and collision avoidance systems (TCAS) to coordinate
resolution advisories with other aircraft that have TCAS.
 Transponder Code

To prevent activating an alarm at the ATC

facility, avoid accidently selecting 7500,
7600, or 7700.

Avoid entering seven into the first window

as your first step in changing the code.

For example, if changing the code from

2700 to 7200, first change the code to
2200 and then change it to 7200; do not
switch to 7700 and then to 7200.
Transponder Operation
The term squawk is used to assign a code and to indicate which
transponder function you should select.

Many transponders automatically engage the ALT and ADS-B functions

when you turn on the equipment. ATC might ask you to “Ident” to cause
the transponder return to blossom on the ATC display for a few seconds,
enabling the controller to easily identify you.
Transponder Inspection
The FARs require that transponders be tested and inspected every 24 calendar months for operations in
controlled airspace. The inspection must be done by a certificated repair station and the results entered
into the aircraft logbook.
FLIGHT SERVICE
You use Flight Service during each phase of flight from preflight planning to landing at your
destination.

To plan your flight, obtain a weather briefing and notices to airmen (NOTAMs) on the phone at 1-800-
WX-BRIEF or online at 1800wxbrief.com. On this site, you can also use flight plan aids to determine an
optimal departure time, altitude, and route.

Next, file a flight plan online or by phone. A flight plan provides Flight Service with essential information,
such as your destination, route of flight, time enroute, and the number of people on board.

Although not required for flight under VFR, filing a flight plan is strongly recommended so that you
receive search and rescue protection.

Flight Service also provides adverse condition alerting service (ACAS), which notifies you by text or
email if an adverse condition arises after you file a flight plan.
SEARCH AND RESCUE
If you have not closed your flight plan within 30 minutes after your estimated time of arrival,
Flight Service will try to find your airplane—calling your destination airport, other airports on your route,
your home base, and the contacts in your flight plan.

If the phone search is unsuccessful, Flight Service alerts the search and rescue (SAR) system.

SAR personnel from organizations, such as the U.S. Coast Guard, the Civil Air Patrol, and law
enforcement, are dispatched to search for your airplane and provide survival and medical aid if you have
been in an accident.

If your airplane is properly equipped, position reports are sent to Flight Service during your flight.

The system alerts Flight Service if your airplane stops moving or stops sending reports.

This enables search procedures that focus on the correct area to be initiated immediately.
CONTROL TOWER SERVICES

A control tower provides services in the terminal area. Prior to flight from an airport with an
operating control tower, you typically listen to the broadcast of automatic terminal information
service (ATIS) to obtain airport advisory information. ATIS is updated when airport conditions
change, when any official weather is received, and normally at the top of each hour.

ATIS is pre-recorded and broadcast continuously on its own frequency. At larger airports, an ATIS
frequency might be designated for departing aircraft and another for arriving aircraft. Anticipating
the type of information and its order in the ATIS broadcast helps you to quickly understand the
content.
At busy airports, clearance delivery issues IFR clearances and also might provide VFR aircraft
with departure instructions and transponder codes to improve traffic coordination.
When you are ready to taxi, contact ground control to obtain your clearance to taxi to the runway.
You must have a clearance to operate in movement areas—runways and taxiways that are not part
of loading ramps or parking areas. After reaching the runway, the tower controller clears you for
takeoff.

Whether you are departing, arriving or transitioning through Class D airspace enroute, the tower
controller provides traffic advisories (workload permitting) and safety alerts if the controller believes
that your airplane is in unsafe proximity to terrain, obstructions, or another aircraft.

As you near your destination, listen to ATIS and then contact the tower controller for instructions to
enter the traffic pattern and for clearance to land. After you land and clear the runway, ground control
clears you to taxi to parking. If you are unfamiliar with the airport, you can ask ground control to
provide you with progressive taxi instructions—step-by-step routing directions.
ATC SERVICES — PILOT RESPONSIBILITIES
The ability for ATC to provide services, such as traffic advisories, safety alerts, vectors, sequencing,
and separation depends on the type of facility and controller workload.

“78 Juliet Romeo, traffic at 12 o'clock, 4 miles, eastbound, Bonanza at 8,ooo.” Traffic advisories alert
you to air traffic relevant to your flight, but you are still responsible for collision avoidance. Inform the
controller that you are “looking for traffic,” “negative contact” or “traffic in sight” as the case may be.
Maintain visual contact until the traffic is no longer a factor.

“78 Juliet Romeo, low altitude alert, climb to 8,ooo immediately.” Safety alerts are mandatory services
provided to all aircraft. Controllers warn you if, in their judgment, your airplane is in unsafe proximity to
terrain, obstructions, or other aircraft. Keep in mind that safety alerts are contingent upon the capability
of the controller to recognize unsafe situations.
“78 Juliet Romeo, turn left heading 27o, advise airport in sight.” Vectors provide navigational
guidance on an advisory basis only. The controller might vector you for safety reasons or you might
request a vector if you are unfamiliar with the area. When being vectored, flight safety remains your
responsibility. For example, advise the controller if the vector will cause you to enter IFR conditions.

“78 Juliet Romeo, follow the Cessna turning final, do you have that traffic in sight?” Sequencing provides
a safe and orderly flow of arriving aircraft into the traffic pattern. A controller might instruct you to follow
other traffic, but that does not authorize you to comply with instructions issued directly to the preceding
aircraft, and you are still responsible for flight safety. For example, you must adjust your flight path to
avoid wake turbulence.

“78 Juliet Romeo, cleared to enter Class B airspace, maintain 7,500.” ATC provides you with separation
from both IFR and VFR aircraft in Class B airspace, and from IFR aircraft in Class C airspace. You must
obtain a clearance to enter and operate within Class B airspace. However, this clearance does not relieve
you of your responsibility to see and avoid traffic, avoid wake turbulence, maintain terrain and obstruction
clearance, and to maintain VFR weather conditions. Advise ATC and obtain a revised clearance if an
assigned route, heading, or altitude will compromise flight safety.
INTERPRETING TRAFFIC ADVISORIES
When giving traffic advisories and safety alerts, ATC references traffic from your airplane as if it
were a clock with 12 o'clock at the nose. “Cessna 78 Juliet Romeo, traffic at 11 o'clock, 2 miles,
southbound, Archer at 6,500.”

This means that traffic appears to the controller to be 30 degrees left of the airplane nose. You
should look for the traffic anywhere between the nose and the left wing of your airplane or between
12 and 9 o'clock. Keep in mind that wind correction angles do not show up on the ATC display.
SECTION B-Radio Procedures

VHF COMMUNICATION EQUIPMENT

General aviation communication radios use a portion of the very high frequency (VHF) range, which
includes the frequencies between 118.o megahertz (MHz) and 135.975 MHz.

These radios are classified according to the number of channels they accommodate.
A 360-channel radio uses 50 kHz (.05 MHz) spacing between channels, such as 118.05, 118.10, 118.15.
A 720-channel radio uses 25 kHz (.025 MHz) spacing, such as 118.025, 118.050, 118.075, 118.100.

To receive full ATC services, a 720-channel transceiver is a necessity, particularly in busy terminal areas.
Because communication radios usually combine a transmitter and receiver, they are called transceivers.
USING THE RADIO
When you are using the radio, it is important to speak in a professional manner to ensure that others
understand the message you are trying to convey.

Radio transmissions should be as brief as possible to help avoid frequency congestion. Before you
depress the microphone button (key the mic), think of what you will say and listen for a few moments to
make sure that someone else is not already talking or waiting for a response.

When making an initial call up to ATC or another facility, make your transmissions as brief as possible.
It might take a few moments for the facility you have called to respond. If you do not receive any
response, try again.

If you still do not hear anything, determine if the radio is working properly.
Make sure the mic is not stuck in the transmitting position because this can block other transmissions
and disrupt communication for an extended period of time.
PHONETIC ALPHABET
In countries where English is not the official language, ICAO member states have agreed to make English
available upon request. ICAO also has adopted a phonetic alphabet to be used in radio transmissions.
Because letters like B, C, D, and E are sometimes difficult to distinguish over the radio, the phonetic
alphabet was developed to avoid misunderstandings.
USING NUMBERS ON THE RADIO
When you transmit or receive numbers over the radio, each number is spoken the same way you are
used to saying it, with the exception of the number nine.
It is spoken as “niner” to distinguish it from the German word “nein,” which means no.
To reduce confusion, certain sets of numbers are spoken as individual digits.
COORDINATED UNIVERSAL TIME

Because a flight might cross several time zones, estimating the arrival time at your destination using
only the local time at the departure airport would be confusing. To overcome this problem, aviation
uses the 24-hour clock system, along with an international standard called coordinated universal
time (UTC).

The 24-hour clock eliminates the need for a.m. and p.m. designations because the 24 hours of the
day are numbered consecutively. For instance, 9 a.m. becomes 0900 hours; 1 p.m. becomes 1300
hours, and so on.

Coordinated universal time, which is referred to as Zulu time in aviation, places the entire world on
one time standard. When a time is expressed in UTC, or Zulu, it is the time at the 0º line of longitude,
which passes through Greenwich, England.
COMMON TRAFFIC ADVISORY FREQUENCY
To increase safety at airports without operating control towers or when the tower is closed, all radio-
equipped aircraft should transmit and receive traffic information on a common frequency.

You can broadcast your position and intentions to other aircraft in the area on the common traffic
advisory frequency (CTAF).

At many airports you can receive airport advisories and activate pilot-controlled lighting on the
designated CTAF. You can obtain the CTAF for a specific airport by referring to the Airport/Facility
Directory listing of the Chart Supplement, aeronautical charts, and other pilot information sources,
such as an electronic flight bag (EFB).
 CTAF SELF-ANNOUNCE PROCEDURE
The self-announce procedure is broadcasting your position or intended flight activity or ground
operation on the designated CTAF.

Many airports have recorded weather information, such as an automated surface observing system
(ASOS) or an automated weather observing system (AWOS). Prior to announcing your intentions on
the CTAF frequency, you should listen to the ASOS or AWOS broadcast to determine the airport
conditions. Knowing the wind direction and speed enables you to make a decision regarding which
runway to use.

Although some procedures might be unique to a specific airport or facility, you should be familiar with
the general recommended CTAF procedures.

When using a CTAF, make your initial call when you are 10 miles from the airport. You should also
report entering the downwind, base, and final legs of the traffic pattern, and when exiting the
runway.
During departure, you should monitor and communicate on the CTAF from the time you start the
engine, during taxi, and until 10 miles from the airport unless the FARs or local procedures require
otherwise.

In addition, if you are performing other operations at altitudes used by arriving or departing aircraft,
such as practicing maneuvers, or if you are enroute over the area, you should monitor the CTAF and
communicate your intentions within 10 miles of the airport.

Broadcasting your position at specific, easily identifiable locations, helps other pilots find and maintain
visual contact with your aircraft.

Because other uncontrolled airports might be within reception range on the same CTAF frequency, it
is helpful to repeat the name of the airport at the end of your transmission.
CONTROLLED AIRPORTS
As you approach a controlled airport you establish communication with a control tower, or approach
control at a radar facility. Your initial callup to ATC should include the name of the facility you are trying
to contact, your full aircraft identification, the type of message to follow or request if it is short.

An example of an initial callup is, “Great Falls Tower, Cessna 8458 Romeo.”
If your message is short, you also may include your request, as well as your position and altitude with
the callup. At times, ATC might ask you to “stand by,” which means that the controller will get back to
you as soon as possible.
An air traffic control clearance is an authorization by ATC for you to proceed under specified traffic
conditions within controlled airspace. The clearance's purpose is to prevent collisions between known
aircraft. If you receive an ATC clearance and do not hear all of it or do not understand it, ask the
controller to “say again” and the controller will repeat the last message.

If a controller contacts you with a request, you should acknowledge it and quickly restate any
instructions given to reduce the possibility of a misunderstanding. For example, if asked to turn right
to a heading of 210º, you should respond with, “Cessna 58 Romeo, roger, turn right heading 210.”

Each controller will hand you off to the next controller by telling you when to change to the next
frequency and what frequency to use. Before changing frequencies, you should verify that you heard
the new frequency correctly with a readback such as, “Cessna 58 Romeo, roger, contact tower 118.3.”
Because the two controllers have already coordinated the hand-off, the tower will be expecting your
call.
As a student pilot, you can request additional assistance from ATC simply by identifying yourself as a
student pilot.

For example, assume you are approaching a controlled airport with heavy traffic and you are
unfamiliar with the airport. In this situation, you should make your initial callup as follows:
“Central Tower, Cessna 8458 Romeo, student pilot.”

This procedure is not mandatory, but it does alert controllers so they can give you extra assistance
and consideration, if needed. In addition, identifying yourself as a student might be advantageous
when you self-announce your position over the CTAF at uncontrolled airports.
DEPARTURE PROCEDURES

After listening to ATIS, contact clearance delivery prior to taxiing. Procedures for contacting clearance
delivery for VFR flights can vary at airports that have this service. However, typically in Class C and
Class B airspace you will obtain a departure clearance that includes a transponder code.

Clearance delivery assigns you a transponder code, provides departure instructions, and then instructs
you to contact ground control. At an airport in Class B airspace, you are typically assigned an altitude
and initial heading to fly after takeoff.

You receive a clearance from ground control to taxi to the active runway. You must have a clearance to
operate in movement areas—runways and taxiways that are not part of loading ramps or parking areas.
TAXI CLEARANCES

At busy airports, you might be instructed to wait in a holding area near the runway.
If you are asked to “hold short” of a runway, you must read back the hold short clearance to the
controller, stop at the hold lines preceding the runway, check for traffic, and continue only after cleared
to do so.

At unfamiliar airports, you can request a progressive taxi for a controller to provide you with precise taxi
instructions or direct you in stages as you proceed.

ATC issues an explicit clearance for all runway crossings-do not cross a runway without a
clearance. A taxi clearance does not authorize you to enter or cross the assigned departure runway at
any point.
 CONTROL TOWER
After completing the Before-Takeoff checklist at the departure runway, you normally switch to the
control tower frequency for takeoff clearance.

When you receive takeoff clearance, make a final check for traffic before you taxi onto the runway.
You might be cleared to “…line up and wait.”

This means that you position the airplane on the runway for takeoff while waiting for another
aircraft to clear the runway.

Usually, you can expect to be cleared for takeoff after the other aircraft is clear.
 DEPARTURE CONTROL

After takeoff, contact departure control and a controller will advise if you are in radar contact.

The term radar contact is used by ATC to inform you that your airplane has been identified using an
approved ATC surveillance source on a controller's display and that flight following will be provided
until radar service is terminated.

If you receive flight following, the controller is observing the progress of your airplane while you
provide your own navigation.
ARRIVAL PROCEDURES

Listen to ATIS and then contact approach control while still outside of Class B or Class C airspace.
It is good practice at busy Class B airports to contact approach and state your call sign and wait for a
response before providing your position, altitude, and request.

The controller will provide you with a transponder code and advise that you are in radar contact.
To enter Class B airspace, the controller must state that you are “cleared to enter Class B.”

Approach control frequencies are published on sectional charts and broadcast over ATIS.
At large terminals, expect different frequencies for approach control, depending on your arrival sector.

ATC routinely provides you with wind, runway, and altimeter information unless you indicate that you
have received the ATIS.
You should respond immediately to time-critical requests by ATC. If, at any time, you are given an
instruction that is beyond the capabilities of your airplane, is not safe to follow, or would cause you to
violate an FAR, you must inform the controller that you are “unable” to comply with the directions. The
controller should then give you an amended clearance with instructions that you can safely follow.

There might be times when you want to stay in the traffic pattern to practice landings.
You should advise approach control or the tower on initial contact that you will be “remaining in the
pattern.” The tower controller might ask you to “make closed traffic.”
This means you should remain in the traffic pattern unless you are otherwise instructed.
During your last time around the pattern, request a “full-stop” landing.

After landing, do not switch to ground control until the tower instructs you to do so.
The tower controller might need to issue subsequent instructions to hold short of another runway or
taxiway.
You must be extra vigilant when on a taxiway between parallel runways.
At some airports, these taxiways are under the jurisdiction of the tower controller who will provide taxi
instructions to hold short of or cross the parallel runway. https://www.youtube.com/watch?
v=4bYcfALapdE
READING BACK CLEARANCES

If you are operating from an airport with clearance delivery, be prepared to write down and read back
your clearance.

To help you read back and remember your taxi clearance, refer to a printed or digital airport diagram.
Read back the runway assignment, significant parts of the route, hold short instructions, and clearances
to enter or cross a runway.

If you forget to read back hold short instructions, the controller is required to solicit the readback from
you. During flight, repeat any altitude and heading assignments and set bugs on the heading indicator
and altimeter, if applicable.

As you approach the airport, read back the tower instruction for pattern entry and the runway
assignment.
LOST
COMMUNICATION
PROCEDURES

If your communication radios become inoperative, it is still possible to land at an airport with an
operating control tower by following lost communication procedures.

If you believe that your radio has failed, set your transponder to code 7600.
If you are in an area of radar coverage, the code 7600 will alert ATC of your radio failure.
It is possible for only your radio transmitter or receiver to fail.
For example, if you are fairly certain that only the receiver is inoperative, you should remain outside or
above the Class D airspace until you have determined the direction and flow of traffic.

Then, advise the tower of your aircraft type, position, altitude, intention to land, and request to be
controlled by light signals. When you are approximately three to five miles away from the airport, advise
the tower of your position and join the traffic pattern. Watch the tower for light signals, and if you fly a
complete pattern, self-announce your position when you are on downwind and/or turning base.

If only your transmitter is inoperative, follow the same procedure that you would when the receiver is not
working, but do not self-announce your intentions.
Monitor the airport frequency for landing or traffic information, and look for a light signal that might be
addressed to your airplane.
EMERGENCY PROCEDURES

An emergency can be either a distress or an urgency condition.

The Aeronautical Information Manual defines distress as a condition of being threatened by serious
or imminent danger and requiring immediate assistance, such as fire, mechanical failure, or
structural failure.

You are experiencing an urgency situation the moment you become doubtful about your position,
fuel endurance, weather, or any other condition that could adversely affect flight safety. If you
become apprehensive about your safety for any reason, you should request assistance immediately.
Do not wait until the situation has developed into a distress condition.

In a distress situation, using the word MAYDAY commands radio silence on the frequency in use.
When you hear the words PAN-PAN, the urgency situation in progress has priority over all other
communication and warns other stations not to interfere with these transmissions.
https://www.youtube.com/watch?v=G7-zh7Sebr8
Radar-equipped ATC facilities can provide radar assistance and navigation service to you within an
area of radar coverage. Changing your transponder code to 7700 triggers an alarm, or special
indication, at all radar facility control positions.

Although you may not be sure if your aircraft is within radar coverage, it is a good idea to squawk
7700 to alert any ATC facility that might be in the area. If you are under radar control and in contact
with ATC, continue squawking the code assigned, unless instructed otherwise.

If you are lost, keep in mind, the five Cs—climb, communicate, confess, comply, and conserve.
 Climb for better radio and navaid reception, as well as increased radar coverage.
 Communicate with any nearby facility using frequencies shown on your sectional chart or another
flight information source.
 Confess that you are lost when contacting ATC or another ground facility, and if your situation is
threatening, clearly explain your problem, using the emergency frequency 121.5 MHz, if
necessary.
 Then, comply with assistance instructions, and consider reducing your power setting to conserve
fuel. In addition, ensure that the mixture is leaned properly to extend your range and endurance.
SECTION C-Sources of Flight Information

LOCATING FLIGHT INFORMATION

At faa.gov, you can search for most of the flight information
that you need to fly safely in the National Airspace System.

Download many publications for free or order printed

versions from approved providers. You can also find many
of these products in pilot supply stores.

In addition, many commercial publishers offer information

in print and electronic formats that is comparable to that
found in FAA sources.
AERONAUTICAL CHARTS

Sectional charts and terminal area

charts (TACs) are your primary
VFR navigation references and
depict topographic information,
visual landmarks, and airport data.

Updated every six months, you

can download these charts from
faa.gov or purchase printed
versions.

In addition, several commercial

flight planning products display
sectional charts.
CHART SUPPLEMENTS
Chart Supplements include data that cannot be readily depicted in graphic form on charts. This
data applies to public and joint-use airports, seaplane bases, and heliports, as well as navaids
and airspace.

Each Chart Supplement contains

five primary sections:

● The Airport/Facility Directory Legend

● The Airport/Facility Directory
● Notices
● Associated Data
● Airport Diagrams
 AIRPORT/FACILITY DIRECTORY
The Airport/Facility Directory (A/FD) contains a descriptive listing of all airports, heliports, and
seaplane bases that are open to the public. The A/FD Legend helps you interpret the information in
an airport listing. However, you should have a general understanding of the types of data included.
Each listing begins with airport identification and location information
ELECTRONIC FLIGHT BAG
You can use the features of an electronic flight bag (EFB) when you are flight planning and during
each phase of flight. EFBs display a wide variety of flight information, such as airport information,
airport diagrams, a moving map, weather displays, flight plans, routes, checklists, aircraft performance
charts, and logbooks.
NOTICES TO AIRMEN
Often, changes in flight information are not known far enough in advance to be included in the most
recent aeronautical charts or Chart Supplements.

Notices to Airmen (NOTAMs) provide time-critical flight planning information regarding a facility,
service, procedure, or hazard. Examples include temporary flight restrictions (TFRs), primary runway
closures, new obstructions, communication frequency changes, changes in the status of navaids or
airspace, radar service availability, and other information essential to pilot decision making.

The FAA specifies several types of NOTAMs based on how they are disseminated and whether they
are intended for international, domestic, military, or civil operations.
ADVISORY CIRCULARS
The FAA issues advisory circulars (ACs) to provide nonregulatory guidance and information in a
variety of subject areas. ACs also explain methods for complying with the FARs. Unless incorporated
into a regulation by reference, the contents of an AC are not binding.