This shows you the differences between two versions of the page.
Both sides previous revision Previous revision Next revision | Previous revision Next revision Both sides next revision | ||
airfieldmanual:f._moray_cta_radio_procedures [2022/05/23 12:12] sant [F.2 Notes] |
airfieldmanual:f._moray_cta_radio_procedures [2022/05/26 15:48] sallyw [F.4 Reporting Points] |
||
---|---|---|---|
Line 1: | Line 1: | ||
- | ====== F. Moray CTA Radio Procedures ====== | + | ====== |
+ | ===== - Introduction ===== | ||
- | ===== F.1 Introduction ===== | + | Basically, when communicating with air traffic keep it short and sweet. Always remember that the other guy at the end of the line is human and not a god. We should however aspire to maintain good radio discipline as it helps our reputation as responsible pilots. How’s that achieved? Some helpful hints. |
- | Basically, when communicating with air traffic keep it short and sweet. Always remember that the other guy at the end of the line is human and not a god. We should however aspire to maintain good radio discipline as it helps our reputation as responsible pilots. How’s that achieved? Some helpful hints: | + | Engage brain before opening mouth. Use the mnemonic **<color # |
- | ==== F.1.1 Think First! ==== | + | | **<color # |
- | Engaging brain before opening your mouth will make it easier for all! | + | | **<color # |
+ | | **<color # | ||
+ | | **<color # | ||
+ | | **<color # | ||
+ | ===== - Example 1 ===== | ||
- | ==== F.1.2 Initial contact with ATC ==== | + | Initial contact with **Scottish Control** on, (for example), radio frequency 127.275 |
- | Initial contact with **Scottish Control** on, for example, 127.275 | + | < |
+ | <p class=" | ||
+ | “Scottish Control, | ||
+ | </ | ||
+ | </ | ||
- | //Sant: // | + | ATC will reply with: |
- | (Note: if in a two-seat glider say **“Scottish Control | + | < |
+ | <p class=" | ||
+ | “Glider SC, Scottish | ||
+ | </ | ||
+ | </ | ||
- | Gliders don’t need to use the G-XXXX aircraft registration call sign, the comp number or trigraph is ok. | + | Use the mnemonic (CAPACER) |
- | + | ||
- | ==== F.1.3 ATC's reply ==== | + | |
- | + | ||
- | They will reply with | + | |
- | + | ||
- | //ATC: // | + | |
- | + | ||
- | ==== F.1.4 CAPACER Mnemonic ==== | + | |
- | + | ||
- | Use the mnemonic | + | |
- | + | ||
- | | **C/A** | **Callsign/ | + | |
- | | **P** | **Position: | + | |
- | | **A** | **Altitude: | + | |
- | | **C** | **Conditions: | + | |
- | | **E/R** | **Estimates/ | + | |
- | + | ||
- | e.g. (CAPACER) | + | |
+ | < | ||
+ | <p class=" | ||
“Glider SC is 15 nautical miles North West of ERSON, Currently FL140 VMC. | “Glider SC is 15 nautical miles North West of ERSON, Currently FL140 VMC. | ||
For information Glider SC intends to MORAY CTA West to East not above FL160 close to ERSON. No service required." | For information Glider SC intends to MORAY CTA West to East not above FL160 close to ERSON. No service required." | ||
+ | </p> | ||
+ | </ | ||
- | ==== F.1.5 ATC’s likely response | + | ATC’s likely response |
- | ATC’s likely response (in most cases) | + | < |
+ | <p class=" | ||
+ | “Glider SC, that’s approved. Call entering and leaving MORAY CTA not above FL160 and | ||
+ | </ | ||
+ | </ | ||
- | //ATC://** “Glider SC, that’s approved. Call entering and leaving MORAY CTA not above FL160 and maintain VMC.** | + | Note: **READ BACK**: Always read back a clearance exactly as it is given. |
- | Note: **READ BACK**; Always read back a clearance exactly as it is given. In this case (whilst | + | < |
+ | <p class=" | ||
+ | “Scottish, | ||
+ | </ | ||
+ | </ | ||
- | //Sant://** “Scottish, | + | Once clear of the appropriate airspace and no longer needing to talk to ATC: |
- | ==== F.1.6 Once clear of the airspace ==== | + | < |
+ | <p class=" | ||
+ | “Scottish, | ||
+ | </ | ||
+ | </ | ||
- | Once clear of the appropriate airspace and no longer needing to talk to ATC | + | < |
- | // | + | <p class=" |
+ | “Glider SC, roger, have a good flight.” | ||
+ | </ | ||
+ | </ | ||
- | //ATC://** “Glider SC, roger, have a good flight.”** | + | When talking to ATC don’t gabble. Make clear and concise statements. The rigid language of CAP 413 is not always followed – it can be quite relaxed. To start with write down on a card CAPACER and run a few scenarios through your head. Lastly and most importantly the thing is to relax. It’s just another guy/gal on the end of the line and they know a lot less about flying and your needs as a glider than you do. |
- | ==== F.1.7 Don't gabble! | + | ===== - Example 2 ===== |
- | When talking to ATC don’t gabble. Make clear and concise statements. The rigid language of CAP 413 is not always followed – it can be quite relaxed. To start with write down on a card CAPACER and run a few scenarios through your head. Lastly and most importantly the thing is to relax. It’s just another guy/gal on the end of the line and they know a lot less about flying and your needs as a glider than you do. | + | Here’s another full example: for instance, glider SC is heading SW from Ballinluig to turn Lochgoilhead. At about Kenmore he/she changes from 130.105 to 127.275 and after a pause to avoid interrupting any ongoing conversation, |
- | Here’s an attempt at a full example. SC is heading SW from Ballinluig to turn Lochgoilhead. At about Kenmore he changes from 130.105 to 127.275 and after a pause to avoid interrupting any ongoing conversation, calls:- | + | < |
+ | <p class=" | ||
+ | “Scottish Control, Glider SC” | ||
+ | </ | ||
+ | </ | ||
- | //Sant: //**“Scottish Control, | + | < |
+ | <p class=" | ||
+ | “Glider SC, Scottish | ||
+ | </ | ||
+ | </ | ||
- | // | + | < |
+ | <p class=" | ||
+ | “Scottish, for information, | ||
+ | </ | ||
+ | </ | ||
- | // | + | < |
+ | <p class=" | ||
+ | “Glider SC that’s approved. Report entering | ||
+ | </ | ||
+ | </ | ||
- | // | + | < |
- | + | <p class=" | |
- | //Sant://** " | + | “Report entering and leaving MORAY CTA not above FL160 and maintain VMC, glider SC.” |
+ | </ | ||
+ | </ | ||
A few minutes later... | A few minutes later... | ||
- | // | + | < |
+ | <p class=" | ||
+ | “Scottish, | ||
+ | </ | ||
+ | </ | ||
- | // | + | < |
+ | <p class=" | ||
+ | “Roger, Glider SC.” | ||
+ | </ | ||
+ | </ | ||
- | A few minutes later and maybe; | + | A few more minutes later, maybe: |
- | // | + | < |
+ | <p class=" | ||
+ | “Glider SC, Scottish” | ||
+ | </ | ||
+ | </ | ||
- | // | + | < |
+ | <p class=" | ||
+ | “Go ahead, Glider SC” | ||
+ | </ | ||
+ | </ | ||
- | // | + | < |
+ | <p class=" | ||
+ | “We have an air ambulance in your area tracking S at Flight Level 130, report your Flight Level.” | ||
+ | </ | ||
+ | </ | ||
- | // | + | < |
+ | <p class=" | ||
+ | “Scottish, | ||
+ | </ | ||
+ | </ | ||
- | // | + | < |
+ | <p class=" | ||
+ | “Glider SC that is helpful, not above Flight Level 120 unless approved – traffic should be clear in about 10 minutes” | ||
+ | </ | ||
+ | </ | ||
- | Five minutes later... | + | < |
+ | <p class=" | ||
+ | “Scottish, | ||
+ | </ | ||
+ | </ | ||
- | // | + | < |
+ | <p class=" | ||
+ | “Glider SC, roger, traffic | ||
+ | </ | ||
+ | </ | ||
- | // | + | < |
+ | <p class=" | ||
+ | “Scottish, roger, | ||
+ | </ | ||
+ | </ | ||
- | //Sant: // | + | So, not exactly proper RT – but in our experience pretty typical. |
- | So not exactly proper RT – but in our experience pretty typical. | + | Lastly and again to repeat, as a way of giving your position in relation to a reporting point one can use GO TO (or the non Oudie equivalent) which will give a bearing and distance to a reporting point. You must give the bearing **from** the reporting point i.e., add or subtract 180° to the GO TO bearing. |
- | + | ||
- | Lastly and again to repeat, as a way of giving your position in relation to a reporting point one can use Go To (or the non Oudie equivalent) which will give a bearing and distance | + | |
- | + | ||
- | ==== F.1.8 Reporting Points ==== | + | |
+ | ===== - Reporting Points ===== | ||
If you want to put the reporting points in your nav kit, going Northbound: | If you want to put the reporting points in your nav kit, going Northbound: | ||
- | | FOYNE | 560834N | 0042256W | | + | | **FOYNE** | 560834N | 0042256W | |
- | | ERSON | 562748N | 0041824W | | + | | **ERSON** | 562748N | 0041824W | |
- | | INBAS | 564200N | 0041459W | | + | | **INBAS** | 564200N | 0041459W | |
- | | GUSSI | 571247N | 0040727W | | + | | **GUSSI** | 571247N | 0040727W | |
- | So, there we are, good luck and enjoy your soaring. | + | ===== - Notes ===== |
- | + | ||
- | **//Sant Cervantes// | + | |
- | + | ||
- | ===== F.2 Notes ===== | + | |
- | Sometimes if they are busy, they may ask for a time for airspace penetration. | + | |
- | + | ||
- | What does “no service required” mean? Exactly what it says; ATC will not have to (though they will likely try – it’s ingrained) give you any service, e.g., basic service, traffic service, etc. and that way they will not bug you unless they have to. | + | |
- | + | ||
- | Remember that distances, flight levels, bearings, and times are read as separate digits e.g., “GUSSI radial 120° at 20nm, FL140 is spoken as “GUSSI radial one two zero degrees, two zero nautical miles at Flight Level one four zero”. | + | |
- | + | ||
- | When giving a distance and bearing it’s from a waypoint, not to the waypoint. It’s possibly easier to say for example, North West of GUSSI (for example). Also, it’s best to work in nautical miles. | + | |
- | + | ||
- | The reason for telling ATC the maximum level you expect to cross the airway is that ATC must sterilize a defined airspace box to protect other IFR or VFR traffic. Giving ATC a maximum FL makes it easier for them. | + | |
+ | * Sometimes if they are busy, they may ask for a time for airspace penetration. | ||
+ | * What does “no service required” mean? Exactly what it says; ATC will not have to (though they will likely try – it’s ingrained) give you any service, e.g., basic service, traffic service, etc. and that way they will not bug you unless they have to. | ||
+ | * Remember that distances, flight levels, bearings, and times are read as separate digits e.g., “GUSSI radial 120° at 20nm, FL140 is spoken as “GUSSI radial one two zero degrees, two zero nautical miles at Flight Level one four zero”. | ||
+ | * When giving a distance and bearing it’s from a waypoint, not to the waypoint. It’s possibly easier to say for example, North West of GUSSI (for example). Also, it’s best to work in nautical miles. | ||
+ | * The reason for telling ATC the maximum level you expect to cross the airway is that ATC must sterilize a defined airspace box to protect other IFR or VFR traffic. Giving ATC a maximum FL makes it easier for them. | ||
[[E. Letters of Agreement]] | [[: | [[E. Letters of Agreement]] | [[: | ||
- | |||
- |