Class D airspace surrounds airports with an operational control tower and is represented on sectional charts with a blue dashed line. The usual dimensions for Class D is a 4nm ring around the airport and the airspace extends up to 2,500 ft AGL. Sometimes the airspace will not be a perfect circle and can be specifically tailored to the needs of the airport (or airspace around it).
More often than not, Class D control towers close down for the night to save money. When this happens, the airport becomes a standard uncontrolled airfield (Read about those in our Class E/G communications). Normally the Class D will revert to Class E to keep the weather minimums the same for all operations at the airport. The tower frequency will also become the Common Traffic Advisory Frequency when this happens. If the controller in the tower is also the weather observer at the airport, then the bottom 700 feet of the airspace become part of Class G airspace. Wondering how you can figure this information out without leaving it to chance in the air? Simply check the regional and most current Airport/Facility Directory.
ATIS
The Automated Terminal Information Service (ATIS) is a continuous broadcast on a specific frequency or over a radio navigation aid. It is a recording by a controller that provides important information for pilots. It will include: winds, ceiling, visibility, altimeter setting, runway(s) in use, and any other miscellaneous information deemed important by the controller. The controller can update the broadcast at anytime and each update is given a phonetic alphabet identifier. The controller will update the ATIS anytime something in the weather changes or new procedures are in use. Each time the controller updates the ATIS, he/she will use the next letter in the alphabet to use for the identifier. The ATIS saves the controller time, as he does not need to give you the current weather information at the time of initial call up.
Ground Control
The ground controller is responsible for managing movement on the ground and operates on his own frequency. His primary purpose is to ensure that you don’t run into any planes or vehicles operating in the controlled environment. Ground control can typically be found on 121.7, 121.8, or 121.9, although at it can be found on any frequency depending upon the airport. This is why sometimes you’ll hear a controller say “[Callsign] Contact ground point eight”. When the controller says that, he assumes you know most ground control is on “121.X” and that you know he meant “121.8″. Ground control communications are pretty straight forward. You ask the controller to go somewhere, and he tells you how to get there. Below is an example of a standard set of communications between a pilot and a ground controller:
N12XYZ: Airport Ground, Cessna 12XYZ is on the south ramp, VFR depature to the northwest, with information Alpha.
Ground: Cessna 12XYZ taxi to runway 34L via B, C.
N12XYZ: Taxi to runway 24L via B, C, 12XYZ.”
Departure
Your at the hold short line, freshly done with your pre-takeoff and takeoff checklists and have the tower frequency tuned into the radios. The only thing you need to do is let tower know your ready for takeoff.
N12XYZ: Airport Tower, Cessna 12XYZ is holding short of runway 34L, ready for takeoff.
Tower: 12XYZ, cleared for takeoff 34L.
N12XYZ: Cleared for takeoff 34L, 12XYZ.
If the tower tells you to “Hold Short”, they need to get your voice saying “Hold Short” on the tapes. If you answer with “Roger” or “Wilco” to a hold short instruction, expect the Tower to pester you until you say “Hold Short”. If you need to change frequency really quick to open a VFR flight plan just ask for a frequency change. If things are busy, the controller may deny your request and you have to wait until you’re clear of airspace or he may ask you to check in when your done.
N12XYZ: 12XYZ requests frequency change.
Tower: 12XYZ, frequency change approved. Good day.
12XYZ: Good day.
Upon exiting the airspace, you do not need to ask tower for a frequency change or have them hand you off (unless your IFR), just change to CTAF.
Arrival
When your about ten miles outside of the airspace is the ideal time to call up tower and let them know your arriving but you want to do some touch-n-go’s first. First you need to get the ATIS. Once thats done, call up Tower and say:
N12XYZ: Airport Tower, Cessna 12XYZ is 10 miles to the southeast for closed traffic with information Bravo.
Tower: 12XYZ, report 2 miles to the southeast for a right base runway 34R.
N12XYZ: Report 2 miles southeast for a right base runway 34R.
If you are unfamiliar with the area, simply tell tower “12XYZ is unfamiliar with the area” and they will respond with simpler instructions. Upon reaching 2 miles southeast, call up tower again:
N12XYZ: 12XYZ is 2 southeast for 34R.
Tower: 12XYZ, enter a right base, cleared for the option, 34R.
12XYZ: Right base, cleared for the option 34R.
After doing a few runs around the pattern, you decide to make this last landing a full stop and need to taxi to the FBO. You land and turn off on the G3 intersection. Tower is busy so they tell you to talk to ground instead of clearing you to the ramp with them.
Tower: 12XYZ, left on G3 (Golf Three) and contact ground .8 (point eight).
N12XYZ: G3 (Golf Three) and ground on .8 (point eight), 12XYZ.
N12XYZ: Airport Ground, 12XYZ is off of 34R at G3 (Golf Three), taxi to [Name of FBO].
Ground: 12XYZ, taxi to FBO via C, B, G, inner ramp.
N12XYZ: C, B , G, inner ramp for 12XYZ.
You are now cleared to taxi to the FBO via the C, B, G, and then cutting across the inner ramp. Assuming there are no traffic conflicts or events, this is the last you’ll need to talk to the controllers for this flight. If you have a question, feel free to give them a call up. Especially if you get lost. Making a wrong turn during a busy time period at an airport can cause some serious headaches for the ground controllers. If you make a wrong turn, or if there is a potential traffic conflict, they will call you up with further instructions.
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Resources: For more detailed information, check out this book: Say Again, Please. This book is your one stop resource for all aviation radio communications. It covers almost any situation you could come across in your aviation career and is a valuable resource that belongs on every pilot’s bookshelf. Click on the image below for more information on this book.
