Far 91.126(b)(2) - How to Avoid the Flow of Fixed Wind Traffic

-Simple paragraph, long answer-

The simple paragraph:

91.126(b)(2) - "Each pilot of a helicopter or powered parachute must avoid the flow of fixed-wing aircraft."

-The long answer-

Introduction:

The FAA, in a rare instance, has placed the above paragraph in the FAR's to give us helicopter pilots additional abilities in regards to the law as to create a safer airport environment for all aircraft. Most pilots view this as a good thing, but let me enhance your understanding and add some insight. The follwing are my opinions and not a final ruling or based on case law.

My interpretation of the law:

You would be Required to Avoid the fixed wing flow (if any) but how you do that is not mentioned. This basically allows us to do “direct” approaches, fly under or above the pattern and also to determine our own flow or use the published helicopter patterns (if published).

How to proceed:

Consider that the basic class G airport and its airspace (up to 2,500 AGL within 4 NM) usually has fixed wing somewhere and you should account for their speed and maneuverability limitation against your own. Then you can assess the usability of the fixed wing pattern given the current weather and airport conditions. If you deem, at anytime, that you may conflict with fixed wing aircraft during your approach to land or take-off, you should deviate from within the fixed wing pattern as safely as possible with the intent of improving the safety to all aircraft and the airport environment as a whole. A common approach takes into account the fixed wing aircraft, then enter the pattern 500’ below and inside any established fixed wing pattern. On departure plan on using the same lower altitude and inside the pattern path.

It is important to note that if you are going to use the runway, then the airports standard pattern is what the FAA expects you to use even though the FARs seems to note otherwise. All of the advisory circulars I have researched, while pointing out the regulation also seem to state otherwise and for good reason. Creating a conflict with airplanes by not using best practices and standard patterns when operating to an airports runway can reduce situational awareness for the other traffic aiming for that same location. I have found that most of the time, following a know and expected pattern enhances other pilots safety rather than diminish it.

Below is how it reads to me and is confusing so read it twice and consider it’s the FAA-

In a helicopter, if you are unable to maneuver safely and maintain outside the fixed wing pattern at an airport then you are not allowed to enter the fixed wing pattern without using the authority granted by FAR:91.3. You should also consider that any class G airport that has overlying class E airspace has the same rules as the class G plus the additional restrictions of class E airspace. If planning on using a runway, expect to fly a standard traffic pattern using best practices and consider you might be better off in the airplane pattern. Above all else, use your situation awareness skills and consider best practices.

Important notes:

-It should be pointed out that it is only a pattern when aircraft are in it. Otherwise it is just navigable airspace.

-Fix wing patterns are not necessarily the published pattern and are subject to changes by fixed wing pilots.

All in all:

Use your good judgment and fly safely, Helicopters are magnetic to the eye and the camera and you will be judged by all those fixed wing pilots that can't see over the dash and have no idea why helicopters are allowed to fly anyway. So, always keep in mind that we are a small community and have great powers that will someday be taken from us. Let's do our best to postpone that day as long as possible and avoid the fixed wing aircraft without undo noise and endangerment to the airport vicinity.

Chris Gularte
Specialized Helicopters

Proper Radio Phraseology and Technique

Proper Radio Phraseology and Technique

A Review and Tutorial

By Austin S. Collins adapted by Specialized Helicopters and others.

INTRODUCTION

For complete, detailed and definitive information on this subject, consult the FAA Aeronautical Information Manual, all of Chapter 4, Air Traffic Control, but especially to Section 2, Radio Communications Phraseology and Technique. Read the Pilot / Controller Glossary in the Appendices.

Some of the issues will be matters of absolute right and wrong, where there is a correct and proper way to do something and also one or more incorrect or improper ways to do it. Other issues, however, will be matters of style, where one way sounds proficient and professional and another way sounds sloppy and amateurish... although both ways may be technically acceptable. And finally, there will be situations where there may be more than one right way to say it. In any case, though, what's really important is that you:

1.) Make yourself clearly understood

2.) Comply with the regulations as spelt out in the FAR/AIM and

                         3.) Do not give any other pilot or air traffic controller a legitimate reason to get annoyed.

Also, bear in mind that these concepts and principles of good radio work become more important as the airspace gets more congested. At a busy airport, you'd better get it right the first time. Otherwise, the consequences could be extreme..

You don't need to talk like an auctioneer, either. Speaking at a normal pace is fine as long as you say only exactly what needs to be said. Saying three words slowly and clearly is much better than saying twelve words very fast when the same meaning can be conveyed.

Finally, remember that courtesy is always appropriate. "Please" and "Thank You" are usually called for, as are such phrases as "good morning," good afternoon," "good evening" or "good night." However, on an extremely congested channel- such as the tower frequency during a peak arrival and departure period at a major international airport - even these should be dropped in favor of the briefest, most to-the-point calls.

TOPICS

Part I. Precision, Concision and Standardization

Part II. Making Requests with ATC

Part III. Making Position Reports at a Non-Towered Airport

Part IV. Handling Handoffs

Part V. Acknowledging Radio Calls from ATC

Part VI. Readbacks

Part VII. Operating at Large and Busy Airports

Part I. Precision, Concision and Standardization

Rule number one of aviation radio: Be precise and concise.

Rule number two of aviation radio: Follow the standard sequence.

Eliminate all unnecessary words; get to the point. Say what needs to be said - no more, no less - and then unkey the mike to let other people talk. Use only the essential words, eliminating extraneous verbiage. And use only the right words; remember that words have very specific legal meanings in the world of aviation radio.

Avoid hesitating, rambling and vocalized pauses such as "uh," "urn," "er" and "ah." "And" is also a very common vocalized pause, primarily when it is used to open a transmission. Many pilots do this almost unconsciously. Like all vocalized pauses, it is a sign that the pilot doesn't know exactly what words he wants to use as he begins speaking. Don't leave the mike open while you gather your thoughts! Think about what you want to say before you key the mike, and then say it clearly and confidently, without hesitation. Then un-key the mike and let other people talk.

1. If you want to say something lengthy, such as a flight plan or IFR position report, what should you do?

A)      Just key the mike and start talking, figuring out what you want to say as you go.

B)      Jot it down beforehand so you can say it clearly and confidently without hesitation.

C)      Speak loudly and fast instead of using a normal, conversational tone..

Answer: B.

This is a quotation from the Aeronautical Information Manual, Chapter 4, Section 2-2, paragraph b:

Think before keying your transmitter.  Know what you want to say and if it is lengthy; e.g., a flight plan or IFR positionreport, jotit down.

This is a quotation from the Aeronautical Information Manual, Chapter 4, Section 2-2, paragraph c: Speak in a normal,   conversational tone.

For instance, suppose you are in Helicopter N727KP, a Robinson R44, you are ten miles North West of Salinas, you have ATIS information “Mike” and you wish to enter class D airspace and land on the ramp at Jet west. When you call Salinas Tower to request landing instructions, what should you say? Here are two examples of how this call might sound one good and the other bad.

Example (a) (BAD):

"And, Tower, this is, uh, November 727KP with you at, urn, about ten or fifteen miles to the, ah, east, ah west... no, I mean northwest... and we have the ATIS. We'd like to, uh, do a full stop landing at jetwest."

This pilot made several errors. Let's consider what they were.

First, he used a lot of unnecessary words and phrases, including one that annoys many air traffic controllers - "with you." It may surprise you to learn that phrases like "with you" or "checking on" do not appear in the Pilot / Controller Glossary and have no official meaning! When used by itself a statement like "with you" or "checking on" is meaningless; when used in addition to a regular transmission it is redundant. Try to refrain from using such terminology as a substitute for the actual information you are supposed to provide.

•          He used a lot of vocalized pauses, including the one he used to open the transmission - "and."

•          He didn't have his exact position in terms of range and bearing from the airport ready. This
understandably exasperates controllers

•          He rambled and hesitated throughout the transmission.

•          He failed to provide the current ATIS code.

•          He needlessly specified that he wanted to make a full stop landing.  Controllers will always assume that an

       inbound pilot wishes to make a full-stop landing unless he requests otherwise.

•          He needlessly specified that he wanted to make a landing at the ramp.

Example (b) (GOOD):

"Salinas Tower, helicopter 727KP, ten north west, inbound Jetwest with Mike"

This pilot said nothing but what he needed to say and he said it without faltering. If the frequency was very congested and the tower controller was really busy he would be thankful for a brief, to the point, professional radio call using minimum airtime.

Hold the Mayonnaise!

One of the keys to effective radio communications is eliminating unnecessary words from your transmissions. This can be accomplished by thinking about what you want to say before you key the mike. Let's consider a transmission. Then let's replace all the unnecessary words with the word "mayonnaise." Then we'll hold the mayonnaise and see how it cleans up the call.

"And, NorCal Approach, this is, uh, helicopter 727KP with you."

"Mayonnaise, NorCal Approach, mayonnaise, mayonnaise, helicopter 727KP mayonnaise." "NorCal Approach, helicopter 727KP."

Now let's try the same thing with a situation that applies specifically to us.

"And, Monterey Tower, this is Robinson R44 helicopter N727KP, and we are at the Million Air ramp with information Tango. We're ready for departure to the north today."

"Mayonnaise, Monterey Tower, mayonnaise helicopter 727KP, mayonnaise MillionAir with information Tango. Mayonnaise ready for departure mayonnaise north mayonnaise.

"Monterey Tower, helicopter 727KP, Million Air  with information Tango, North departure."

Every initial call up should follow a specific four-part sequence - "who, who, where, what."

- who you're calling, who you are, where you are and what you want if it's a request or what you're doing if

it's a report.

In other words -

•         the full and proper name of the facility being called (on initial call up only)

•         your full aircraft identification (on initial call up only)

•         your location (if needed) and

•      the type of message to follow or your request (if it's short)

This is in accordance with the Aeronautical Information Manual, Chapter 4, Section 2-3, paragraph a., 1.

Let's consider another situation to further illustrate this concept. You are in helicopter N990UH, ready to depart the circles at Provo to practice in the traffic pattern at Provo. Here are two examples, one good and the other bad.

Example (c) (BAD):

"Uh, Salinas Tower, this is, urn, 727KP and we are, er, at the Aviation ramp, we have ATIS information Juliet and we are ready to go. We want to stay in the traffic pattern."

Again, this pilot made several errors.

•          He used a lot of unnecessary words and phrases such as “this is, “ “we are at” and “we have.”  This excess verbiage pads out the transmission, wastes time and makes the pilot sound sloppy and amateurish, like he doesn’t know what he’s doing.

•          He used a lot of vocalized pauses such as “uh,” “um,” “er” and “ah.”

•          He forgot to specify his aircraft type.

Now, let's look at how it should be done.

 Example (A) (GOOD):

'Salinas Tower, helicopter 727KP, Aviation Ramp with Juliet, request close traffic."

This pilot "held the mayonnaise" ... he was both precise and concise. He eliminated all unnecessary words, i.e. got to the point. He said what needed to be said - no more, no less. And then he un-keyed the mike to let other people talk. The controller will immediately recognize the fact that he is dealing with a pro who knows what he's doing, and will do whatever he can to be of assistance. This pilot has successfully prejudiced VTC in his favor... in the first ten seconds of his flight!

HELICOPTER 727KP: "NorCal Approach, helicopter 727KP, request."

TRACON: "Helicopter 727KP, Squawk 0434, say request"

HELICOPTER 727KP: "Helicopter 727KP is a Robinson R44, 5 miles south of Salinas, 1600 feet, request vectors for the practice VOR 31 to Salinas with Kilo."

You told NORCAL: who you are, where you are, and what you are requesting, they know you have the current ATIS. Otherwise they will either have to give you the ATIS numbers or more likely, they will tell you to go and get it and report back when you have it, not professional and a waste of their time and airtime.

If the frequency was very quiet, you could give all your information and request on the first call but keep in mind the controller may be working more than one frequency and may be listening to another aircraft that you can’t hear.

EXAMPLE (g):

HELICOPTER 727KP: "NorCal Approach, helicopter 727KP, request"

TRACON: "helicopter 727KP, go ahead"

HELICOPTER 727KP: "helicopter 727KP is a Robinson R44, 8 miles north east of Williams Gateway, 3500 feet, request vectors (own navigation) to the ILS 30C with Papa."

TRACON: "Roger, squawk zero four eight eight and ident."

HELICOPTER 727KP: "Zero four eight eight and ident, helicopter 727KP."

TRACON: (a moment later) "helicopter 727KP, radar contact 8 miles north east of Williams Gateway. Radar Vectors, heading 120 degrees, climb and maintain 4000 feet."

HELICOPTER 727KP: 'Vectors, 120 degrees, 4000 feet, helicopter 727KP."

If the frequency is very quiet, you can go ahead and give your full request as a single transmission.

Part III. Making Position Reports at a Non-Towered Airport

When flying into or out of a heavily used airport that does not have an operating control tower, courtesy, patience, professionalism and style on the radio are extra important. If the airport has ASOS or AWOS, listen to it as soon as you are in reception range - this is often 20 miles or more. This is your source of information for runway to be used, ceiling, visibility and local altimeter setting. As soon as you have the latest "one minute" information as this is called, you can start the remainder of your WRIMTIM

If you are anything less than totally familiar with the airport, pullout the A/FD or approach plates and take a second to review the airport diagram, the navaids on or near the field and any other pertinent information.

Monitor the UNICOM and/or common traffic advisory frequency or frequencies to see what's going on. By "listening for a minute or two, you should be able to confirm which runway is in use, whether it's right or left traffic (the AFD will also give you this) and how many airplanes are presently inbound, outbound or in the pattern. Then you won't have to call to request an airport advisory. How often have you been flying at a non-towered airport with half a dozen planes doing touch-and-goes, all of them constantly making position and intention reports, when suddenly some idiot calls up right in the middle of it and asks for an airport advisory? If he had listened, even for a moment, to the CTAF then he would have been able to almost immediately figure out everything he needed to know without contributing to the congestion !

This is a quotation from the Aeronautical Information Manual, Chapter 4, Section 2-2, paragraph a: Listen before YOU transmit. Manytimes you can gettheinformation you want through ATISor by monitoringthe frequency.

There is a difference between UNICOM and CTAF. UNICOM is for communicating with the FBO. CTAF is for communicating with other pilots in the air or on the ground. (At some airports, it's the same frequency. At others, it's two different frequencies.) Use the CTAF to make position reports beginning 5-10 miles out. Report on every leg of the traffic pattern. Use the following format:

1.   State the full, proper name of the airport and the word "traffic." (This clarifies that you are talking to
other airplanes in the vicinity of this airport as opposed to someone on the ground or a particular
individual)

2.     State your own full, proper call sign - including aircraft type - helicopter.

3.                State your location. This can either be in the form of range and bearing to the airport or your position in
the traffic pattern. If it is the latter, then you should include which leg you are on as well as whether it is
left or right traffic and for which runway. If the pattern is especially busy, you may wish to be even more
specific. For example, you might say "midfield left downwind" or "abeam the numbers left downwind"
instead of just "left downwind."

4.                If you plan to make anything other than a normal approach to a normal full-stop landing, clarify. For
example, you might say "touch and go," "short approach," "long landing," "low approach only," "stop
and go" or "simulated engine failure."

5.                Repeat the name of the airport. (Many airports share CTA frequencies and pilots often only catch the end
of a transmission.) You do not say the word "traffic" this time, however.

Example (h) (BAD):

"Um, two delta delta is on a, uh, a downwind now. And, this will be a, a full stop."

This pilot made several errors.

•          He failed to identify the airport at the beginning and end of his call. Now pilots at all the airports within a
hundred miles or more that share the same CTAF frequency are looking around to see who's on downwind.

•          He failed to use his full call sign.

•          He failed to say his aircraft type - helicopter.

•          He failed to say whether it was a left downwind or a right downwind.. He failed to specify which runway he
was planning to land on.

•          He needlessly said that this will be a full-stop landing. (A full-stop is always assumed unless otherwise
advertised.)

•          He used a lot of vocalized pauses.

7

Example (i) (GOOD):

"Watsonville Traffic, helicopter 727KP, left downwind, runway 20 left, Watsonville"

You are operating 727KP, turning left base for runway 20 at Watsonville Airport. What call should you make?

A)             "Watsonville, helicopter 727KP, left base."

B)             "Watsonville, 727KP turning left base."

C)      "Watsonville Traffic, helicopter 727KP turning left base runway 30, Watsonville Traffic."

D)             "Helicopter 727KP landing runway 20, Watsonville Airport."

E)   "Watsonville Traffic, helicopter 727KP turning left base runway 30, Watsonville ."

F)   "Watsonville Traffic, we're turning left base runway 30, Watsonville."

Answer: E

A is incorrect because it did not begin with the phrase "Watsonville Traffic," it did not conclude with "Watsonville," it

   did not include the runway.

B is incorrect because it did not begin with the phrase "Watsonville Traffic, it did not include helicopter, it did not

   conclude with "Watsonville" it did not include aircraft type and it did not include the runway.

C is not correct because it finished with the phrase "Watsonville Traffic". There is no word traffic at the end.

D is incorrect because it did not begin with the phrase "Watsonville Traffic", it did not include the leg of the traffic pattern.

F is incorrect because it included neither the aircraft type nor call sign.

A Complete Set of Perfect Traffic Pattern Transmissions at a Non-Towered Airport:

"Watsonville traffic, helicopter 727KP, 5 miles north west, inbound to enter the traffic pattern for runway20, Watsonville."

* * *

"Watsonville traffic, helicopter 727KP, 1 mile north west, entering 45 degree midfield left downwind, runway 20, Watsonville."

* * *

"Watsonville traffic, helicopter 727KP turning left base runway 20, Watsonville."

                                                                                   * * *

"Watsonville traffic, helicopter 727KP turning final, runway 20, Watsonville."

                                                                                   * * *

"Watsonville traffic, helicopter 727KP clear of runway 20, Watsonville."

    * * *

"Watsonville traffic, helicopter 727KP hover taxi to the ramp/ taxi to runway 20, Watsonville."

    * * *

"Watsonville traffic, helicopter 727KP taking off runway 20, north west departure, Watsonville."

    * * *

"Watsonville traffic, helicopter 727KP upwind runway 20, departing north west, final call, Watsonville."

For practice, try reading this series out loud several times in a row. Think about how it sounds and flows.

Part IV. Handling Handoffs

When one air traffic controller directs you to call another air traffic controller you should do things differently from when you are making an initial call up.

When an approach controller hands you off to a tower controller:

This typically occurs while being vectored for an approach - visual or instrument - and therefore it is usually a fairly high-workload time for the pilot. As a result, the pilot often panics and bungles the handoff call.

First, listen on the tower frequency for at least a couple of seconds before making a transmission! Don't just switch frequencies and immediately start talking, as far too many pilots do in this potentially stressful and distracting situation. Remember, the tower controller already knows you're there!

By definition, when a radar handoff occurs, the new controller has your information in front of him. Remember you have five "T's" to perform and you will get to Talk after first flying and secondly navigating the helicopter.

AVIATE, NAVIGATE, COMMUNICATE.

If you can't break into a congested frequency to make a call, don't worry about it; don't let it frustrate you or divert your attention. If you can't call the tower, sooner or later the tower will call you. It's not a problem.

Also, bear in mind that the tower controller already knows everything he needs to know about you - when you call, there is no need to tell him anything other than who you are. It is considered a courtesy, however, to state your position in terms of an approach fix so that he knows where to glance at the radar screen.

Example (i) (BAD):

"Uh, Long Beach Tower, this is helicopter 727KP with you on the, er, ILS runway 20 approach; urn, one thousand six hundred feet, inbound from the... southeast for a ... full stop landing, please."

That was a lot of unnecessary information - the tower already knows everything the pilot just said.

Example (k) (GOOD):

"Monterey Tower, helicopter 727KP, two miles from BECCA."

Now the controller can simply glance at his radar screen to find the target outside the outer marker. Then he will respond with "cleared to land", "continue" or something similar, as appropriate.

When a tower controller hands you off to a departure controller:

Again, since the controller at TRACON already knows everything he needs to know about you from the handoff, all you

have to do is identify yourself and confirm your altitude.

Example (I):

"Monterey Departure, helicopter 727KP, two thousand five hundred for four thousand."

When an approach (or center) controller hands you off to another approach (or center) controller, either at the same facility or a different one:

Again, since the next controller already knows everything he needs to know about you from the handoff, all you have to do is identify yourself and confirm your altitude.

Example (m):

You are helicopter 727KP; you are level at 8,000 feet. When you are told by Salt Lake Center to switch to Albuquerque Center, what should you say?

A)             "Albuquerque Center, helicopter 727KP, level eight thousand."

B)      "Albuquerque Center, this is helicopter 727KP, with you level at eight thousand, heading 180 degrees."

C)      "Albuquerque Center, helicopter 727KP, with you level at eight thousand, IFR to Scottsdale"

D)      "Albuquerque Center, helicopter 727KP, eight thousand."

E)   "Albuquerque Center, helicopter 727KP, with you eight thousand."

Answer: A

Answers B and C are incorrect because the pilot provided a lot of unnecessary information, including his assigned heading and his destination. He also used extraneous verbiage such as "this is" and "with you."

D is incorrect because by deleting the word "level" the pilot makes it unclear whether it is helicopter 990UH checking in at eight and the controller would not immediately know if the pilot was climbing, descending or level. Note what the AIM has to say about this subject:

AIM 5 Section 3. En Route Procedures

5-3-1. ARTCC Communications

2. The following phraseology should be utilized by pilots for establishing contact with the designated facility;

(a) When operating in a radar environment; On initial contact, the pilot should inform the controller of the aircraft's assigned altitude preceded by the words "level." or "climbing to," or "descending to," as appropriate; and the aircraft's present vacating altitude, if applicable.

When an approach (or center) controller terminates VFR radar service and suggests a frequency where you can request further flight following:

In this case, the next controller you contact will have no idea who you are, where you are or what you want. So you should use the procedure explained in Part II of this tutorial, Making Requests with ATC.

As you are cruising along at 3,500 feet, Albuquerque Center tells you "Helicopter 727KP, radar service terminated, squawk VFR, for further flight following suggest Phoenix Approach frequency 123.7, Good day."

What should you say when you contact Phoenix?

A)             "Phoenix Approach, helicopter 727KP, level three thousand five hundred."

B)             "Phoenix Approach, helicopter 727KP, twenty miles south west of Phoenix at three thousand five hundred
feet, request VFR flight following to Scottsdale."

C)             "Helicopter 727KP, with you at three thousand five hundred."

D)             "Helicopter 727KP, with you."

Answer: B

Albuquerque Center cancelled radar service, which means that Phoenix Approach has no idea who helicopter 727KP is, where he is or what he wants. So the pilot must make an initial call. It would also be acceptable to say "Helicopter 727KP, request" and then wait for the controller to call back before providing all of the information included in choice B. A, C and D are incorrect because the nature of the pilot's transmission seems to imply that he assumes the controller is already supposed to know who he is, which will cause the controller to look around for a progress strip - which, of course, he will not find.  C and D are also incorrect because they include the nonsense phrase "with you".   A would be correct if this were a radar handoff, which it isn't.

Part V. Acknowledging Radio Calls from ATC

When given instructions:

Respond by repeating the instructions - using essential words only! - and then conclude with your abbreviated call sign (or your full call sign if there is a similar-sounding call sign on the same frequency).

EXAMPLE (n):

TRACON: "Helicopter 7KP, turn left heading two seven zero." HELICOPTER 727KP: "Left two seven zero, helicopter 7KP."

When given information:

Respond by saying "Roger" if you received and understood the entire transmission. It is neither necessary nor preferred that you read back the information you were given. Do not say "Roger" unless you received and understood the entire transmission. If you need something repeated or clarified, use the words "say again," "confirm" or "verify." You may conclude with your abbreviated call sign, but this is optional.

EXAMPLE (o):

TRACON: "Helicopter 727KP, Riverside Airport is now VFR, winds calm, scattered at

one thousand five hundred, overcast at three thousand, ATIS information Delta is current, runway two seven in use,

expect vectors for the visual approach."

HELICOPTER 727KP: "Roger, helicopter 727KP."

Or

HELICOPTER 727KP: "Helicopter 727KP."

Or

HELICOPTER 727KP: "Roger."

or, if the pilot missed all or part of the transmission — HELICOPTER 727KP: "Say Again, helicopter 727KP."

or, if the pilot is unsure about some specific component of the transmission

HELICOPTER 727KP: "Confirm vectors for the visual runway two seven for helicopter 727KP?"

When given instructions mixed with information:

Respond by reading back only the instructions, not the information.

NorCal Approach says "Helicopter 727KP, turn left heading three three zero to intercept the localizer ILS 31, practice approach approved, no separation services provided, maintain one thousand six hundred feet until established, wind 240 degrees twenty five knots."

What would be the best response?

A) "Roger, understand intercept the localizer, wind 240 degrees twenty five knots, helicopter 727KP."

B)   "Left turn to heading three three zero, intercept the localizer, vectors for the ILS seven, wind zero niner zero at one one
      gusting to one five, Flight Express Trainer Three."

C)   "Three three zero, cleared for the approach, maintain one thousand six hundred until established, helicopter 727KP."

D)   "Roger, helicopter 727KP."

Answer: C What response is expected when ATC issues an IFR clearance to pilots of airborne aircraft?

A)     Read back the entire clearance as required by regulation.

B)     Read back those parts containing altitude assignments or vectors and any part requiring verification.

C)     The read-back should be unsolicited and spontaneous to confirm that the pilot understands everything that the
     controller said.

D)     Acknowledge with "Roger" unless you have a specific question.

E) Read back only altitude assignments unless something has been amended.

Answer: B

You may recognize this one - it is the FAA's own test question, #4395. According to the Aeronautical Information Manual, Paragraph 4-4-6, pilots of airborne aircraft should read back those parts of ATC clearances and instructions containing altitude assignments or vectors and any part requiring verification. Pilots, not realizing this, often try to read back every single thing ATC told them. This contributes to frequency congestion and often annoys the controller. All he wants or needs to hear is that the pilot received and understood the actual instructions he was given. If the pilot has a question about something else in the transmission, he should use the words "say again," "confirm" or "verify."

When asked a yes-or-no question:

Respond with either "affirmative" or "negative." Do not say "Roger" instead of "affirmative." "Roger" does not mean "yes!" It means "I received and understood all of your last transmission." Likewise, do not use potentially ambiguous or silly-sounding slang such as "ten-four" or "you bet." Some controllers just groan and roll their eyes when they hear things like that, but others get deeply irritated.

As it says in the AIM, 4-2-1 (c), "Jargon, chatter and 'CB' slang have no place in ATC communications."

(Saying your call sign at the end is typically not necessary, since in this case it is usually quite obvious who responded. If there may be any doubt, however, go ahead and use your call sign.)

Salinas Tower asks, "Helicopter 727KP, will this be a full-stop landing?"

What should your response be?

A)   "Roger."

B)   "Affirmative."

C)   "Wilco."

D)   "Yes, it will."

Answer: B

"Roger" means "I received and understood all of your last transmission," but it is not an answer. "Wilco" means "I will comply with your instructions." "Yes" should not be used because single-syllable responses can be difficult to understand over the radio, especially when transmission or reception quality is poor.

When provided with traffic reports or alerts:

Respond with either "traffic in sight" or "looking for traffic." Do not use military slang such as "tally ho" or "no joy" unless you are a military pilot in a military airplane on a military mission. Do not use indefinite phrases like "okay" ... which does not make it clear whether you see the traffic or not!

"EXAMPLE (p):

TRACON: "Helicopter 727KP, traffic at your ten o'clock and two miles, eastbound at two thousand, a Piper Navajo.”

Part VI. Read backs

There are only three things that you are actually required by federal law to read back. The first is a Land And Hold Short Operation (LAHSO) clearance, which you must read back in its entirety. The second is a runway hold short clearance, which you must also read back in its entirety. The third is a taxi clearance with a runway assignment and/or a runway hold short assignment. At some airports, you are required to read back all taxi clearances.

Although not mandated by federal law. ATC will expect you to read back the following:

•          Clearances

•          Holding of any type

•          Heights, headings, altimeter settings

•          Instructions

The final responsibility for getting a clearance right always rests with the pilot, so read things back... and also request verification if you are at all in doubt about what a controller said.

In general, when reading anything back, use only the essential words. As always, try to eliminate excess verbiage. EXAMPLE (q):

TRACON: "Helicopter 727KP, turn left heading three three zero, you are five miles from SNOWL,

maintain three thousand one hundred until established, cleared ILS runway three zero approach at Williams Gateway."

HELICOPTER 727KP: "Left, three three zero, three thousand one hundred until established, cleared for the approach, helicopter 727KP."

Note the use of the words "left" or "right". These should be read back since A TC will occasionally get you to turn the long way round to a heading for aircraft spacing/separation purposes.

EXAMPLE (r):

HELICOPTER 727KP: "Scottsdale Clearance Delivery, Helicopter 727KP at Universal with Tango, IFR Tucson, request clearance."

CLEARANCE DELIVERY: "Helicopter 727KP, you are cleared to the Tucson Airport, after takeoff fly heading 260 degrees, intercept the Phoenix 336 degree radial, climb northwest bound, maintain four thousand, expect five thousand one zero minutes after departure. Departure frequency 120.7, squawk will be assigned by the tower."

HELICOPTER 727KP: "Cleared to Tucson, 260degrees, intercept Phoenix 336, climb north west, four thousand, expect five thousand after 10, 120.7, squawk with tower, helicopter 727KP."

EXAMPLE (s):

HELICOPTER 727KP: "Scottsdale Clearance Delivery, Helicopter 727KP at Universal with Tango, IFR Blythe, request clearance."

CLEARANCE DELIVERY: "Helicopter 727KP, you are cleared to the Blythe Airport via the Scottsdale Five Buckeye transition, then V16, Blythe, maintain four thousand, expect six thousand one zero minutes after departure. Departure frequency will be 120.7, squawk zero three two four."

HELICOPTER 727KP: "Cleared Blythe, Scottsdale 5 Buckeye, VI6, Blythe, four thousand, expect six thousand after ten, zero three two four, helicopter 727KP."

 

Part VII. Operating at Large and Busy Airports

Some helicopter pilots- such as those who have trained at Long Beach - have had extensive operational experience at large and busy airports. Others may have had relatively little.

It is important to be able to function in this environment. The four major hazards for helicopter pilots to consider are:

•         Loss of separation in the air with fixed wing traffic

•         Runway and taxiway incursions

•         Wake turbulence

•         Radio misunderstandings or confusion

Remember that you will be flying a helicopter in an environment oriented primarily towards heavy airplanes. Although everyone is, at least in theory, equally important, ATC tends to be prejudiced (by necessity) towards serving the needs of a 300-passenger turbojet rather than the needs of a single-pilot training helicopter.

Logically, a controller would rather make the helicopter pilot wait five minutes while the Boeing takes off or lands than make the Boeing wait five minutes while the helicopter takes off, lands or crosses the runway. If you want to cope and make friends, be READY and be FLEXIBLE.

Whether they want you to fly 360's over a shopping mall while you wait to cross the runway, or shoot your final approach at 60 knots, cheerfully comply and you will be able to operate with a minimum of stress. If you complain or say "unable" on a regular or frequent basis you will quickly acquire a bad reputation and your service will suffer. This is reality.

If it is a safe and legal clearance - accept it and comply with it. If it is not - advise ATC immediately.

While flying into or out of a major international airport, put yourself in a "high alert" mode. Scan aggressively for traffic, listen attentively on the frequency and obey all directions promptly. Don't be shy about making special requests if they are necessary to stay safe and legal. The controller might make incorrect assumptions about your helicopters capabilities. For example, he may offer you a direct departure without any open areas in the event of an engine failure, or a departure which forces you into the AVOID area of the Height - Velocity diagram. Or he may offer you a descent through developing icing conditions, requiring vectors around and away from the clouds. Or he may give you an altitude change and airspeed change combination which your helicopter cannot achieve.

Remember that even when you are flying under VFR if you are in Class B airspace you are under the direct and continuous control of ATC and you must immediately comply with any and all safe and legal clearances issued to you, including all airspeed, altitude and heading assignments. If you can't comply for some reason, you must advise A TC right away. You are expected and required to promptly and clearly refuse clearances that you cannot accept.

Carelessness in this area can lead to a loss of separation... or worse, a mid-air collision!

Moreover, do whatever is necessary to avoid wake turbulence. Follow the tips and guidelines published in the AIM even if it means making a special request with ATC. Avoid rotor downwash, AIM 7-3-7, vortices are a hazard to other aircraft up to three rotor diameters.

Flight crews of scheduled airlines have an excellent procedure - the captain maneuvers the aircraft and the first officer handles such things as clearances and checklists. As crew of a single pilot helicopter, you don't have that luxury. So you'll have to be extra vigilant if you want to keep yourself (and your career) alive. Do the following:

1.                Review the airport diagram carefully and in detail prior to arrival and departure if you are not
thoroughly familiar with the field.

2.                Even if you are familiar with the field, keep the airport diagram available as you taxi.

3.                Read back all instructions completely and carefully.

4.                Write everything down, especially when the instructions are complex.

5.                Listen for amended instructions - especially for sudden commands.

6.                Be absolutely fluent with all standard airport markings and signs. Pay special attention to the subtle
distinctions between similar symbology.

7.                When in doubt - ASK

On a final note: (Never fly VFR into a cloud or into IFR conditions in a helicopter)

Consider that the helicopter is not stable under any condition; hence, adequate reference to the ground must always be maintained in order to keep you from losing control.

Helicopters that are allowed to fly under actual IFR conditions must have auto pilots. It has been proven over and over again that even current and rated IFR helicopter pilots that operate in a cloud without an auto pilot lose control of the helicopter within seconds. That’s why the FAA requires 3 axis autopilots in order to fly single pilot helicopters under IFR in controlled airspace (less than 1000 cig. and 3 miles vis).

Do not attempt flight for any reason into a cloud without a 3 axis auto pilot, you will not be able to handle it ever. Training for IFR in a helicopter is just that, training, you are not going to be able to control the helicopter under IFR conditions after this course or when you obtain an IFR rating. Please visit the NTSB accident page for more support to this issue and pay special attention to the significant amount of helicopter accidents that occur from pilots flying into limited visibility situations.

SWP-Settling with Power/ vortex ring state

Tuesday, September 1, 2015

Flying Through the Vortex

A new technique allows pilots to fly out of vortex ring state in a powered climb.

By Tim Tucker

The number of rotor blades, rotor rpm and rotor diameter have little effect on formation of the vortex ring state, but aircraft with higher disk loading and increased blade twist are more susceptible to it.
Photos courtesy of the U.S. Marine Corps, Airbus Helicopters (below, top) and Robinson Helicopter (below, bottom).

On Aug. 23, 2013, a Eurocopter AS332 with 18 persons on board was on the final stage of an instrument approach to Sumburgh Airport in the Shetland Islands.

As the aircraft neared the minimum descent altitude of 300 ft agl, nose-up pitch was 12 deg and airspeed was 43 kt. At about 240 ft, pitch had reached 20 deg nose-up, airspeed was 32 kt and the descent rate was 1,000 fpm and increasing.

As the Super Puma descended through 100 ft, the airspeed had dropped below the flight data recorder’s lower limit of 30 kt, the engine torque had been increased to 115 percent and the rate of descent was about 1,800 fpm.

The aircraft hit the water 1.5 nm short of Runway 09, killing four passengers and seriously injuring three others and a pilot.

More than 10 years earlier, on March 4, 2003, a Robinson Helicopter R44 was the subject of a TV commercial being filmed in Jakarta, Indonesia. While the aircraft was making a steep approach with a 12- to 15-kt tailwind to a hotel’s rooftop helipad, it developed a very high descent rate, which the pilot appeared never to arrest. The helicopter struck the helipad, bounced into the air, then rolled off the edge of the building and fell 15 stories into a third-story swimming pool. The two passengers on board were killed, as was the pilot.

Although the U.K. Air Accident Investigation Branch is still investigating the 2013 crash, both accidents appear to be classic examples of a pilot’s failure to recover from the vortex ring state, sometimes called “settling with power.” (See the sidebar.)

Traditionally pilots have been taught to lower the nose (forward cyclic), reduce power and, essentially, “fly out” of the condition. But there is a much better way, which I have dubbed the “Vuichard Recovery” after Claude Vuichard, a senior flight inspector/examiner for the Swiss Federal Office of Civil Aviation.

The vortex ring state is only one of three distinct working conditions for a helicopter’s rotor.

In the propeller working state, air moves down through the rotor. At a descent rate greater than 300 fpm, the vortex ring state begins; some downflow moves radially out under the rotor disc and is drawn up and into the rotor. In the windmill brake state, all air moves up through the rotor.
Illustrations by Tim Tucker

In the common condition, airflow is directed downward through the rotor and the rotor disc moves in the direction of rotor thrust, as in a vertical climb. This is called the propeller working state, or sometimes the normal working state. Hovering is the static thrust condition in this state.

If the hovering helicopter descends at greater than 300 fpm, it enters the vortex ring state. Here, the rotor still directs the air downward, but some air below it is forced out radially and up outside the rotor disc. Some of this upward-flowing air is drawn in and back down through the rotor. This forms the large circulating pattern called the vortex ring state. (Smaller vortices are formed inboard on each blade near the rotor hub but are of little consequence.).

The vortex ring state also can be recognized when airspeed is less than effective translational lift and random yawing and pitching produces a wallowing effect and buffeting or shuddering of the aircraft. Classic examples include out-of-ground-effect hovering and steep approaches downwind.

The vortex acts perpendicular to the main rotor. If the pilot applies forward cyclic to recover, the tailwind blows the vortex in the same direction the aircraft is moving and delays recovery.

The third distinct rotor working condition—the windmill brake state—is encountered if the descent is allowed to continue to greater than 2,000 fpm. In this state, the flow of air is pushed entirely upward through the rotor. Rotor thrust is achieved by actually slowing this upward flow. The force generated by the rotor is equivalent to that produced by a parachute of the same diameter.

Interestingly, the boundary between the vortex ring state and the windmill brake state is the ideal autorotation condition.

George de Bothezat first recognized the vortex ring state in 1922 with his “flying octopus,” a machine with four massive, six-bladed rotors (very similar to many drone designs we see today). Since then, numerous flight tests, wind tunnel experiments and mathematical modeling efforts have refined our understanding of the vortex ring state. It is understood that the number of rotor blades, rotor rpm and rotor diameter have little effect on the vortex ring formation, but helicopters with higher disk loading and increased blade twist are more susceptible to it.

In the Vuichard recovery, the pilot increases collective to takeoff power, adds appropriate pedal and applies right cyclic for a 10- to 20-deg bank. The recovery is complete when the rotor reaches the upward flow
of the vortex.
Illustrations by Tim Tucker

Now as for the “Vuichard Recovery,” I was introduced to the technique while teaching a Robinson Pilot Safety Course in Neuchatel, Switzerland in June 2011. The previously mentioned Vuichard was one of the attendees. During the flight portion of the course, in a Robinson Helicopter R44, I went over the standard vortex ring state recovery technique that had been taught to pilots here in the U.S. for more than 60 years. Vuichard is a helicopter pilot of more than 35 years with more than 16,000 flight hours. This supposed student then asked me if he could demonstrate a recovery technique that he had developed over the years as a pilot conducting long-line operations in the Swiss Alps.

I’m normally fairly reluctant to heed such requests from a trainee who wants to “show me” one of his or her own techniques. This is especially true outside the U.S., where I’m not familiar with local standards and practices. But in this case, I hesitantly agreed.

Rather than forward cyclic and reduce collective (as I have been teaching and evaluating for years), he actually increased the collective to climb power, added the appropriate left pedal to keep the nose straight and applied right cyclic. The combination of tail rotor thrust and right bank moved the aircraft to the right and almost immediately out of the vortex ring. I was amazed. After a little practice, I was making recoveries from a fully developed vortex ring state with only 20 to 30 ft of altitude loss.

For the past two years, we have been teaching the Vuichard Recovery with great success in the safety courses at Robinson’s Torrance, Calif. plant and abroad. Additionally, I have included it in the maneuver guides for R22, R44 and R66. Pilots quickly see the recovery is accomplished more efficiently with much less altitude loss than the traditional method.

One common student error in the Vuichard technique is not coordinating enough left pedal with the increase in collective, allowing the nose to yaw to the right. Remember, it is the tail rotor thrust that helps move the helicopter to the right to enable the recovery, so the left pedal is essential. When teaching the recovery, I find it a little easier for pilots to break the procedure down into two steps. First, apply the right cyclic to establish a 10- to 20-deg bank angle, then increase the collective to climb power coordinated with the left pedal. Once the two-step process is mastered, it is quite easy to then progress to smooth, simultaneous control inputs.

As with the traditional method, I recommend practicing the Vuichard Recovery so that it can be completed above 1,000 feet agl. For demonstration purposes, I frequently allow a high descent rate to build prior to initiating the recovery to clearly show how efficient this new technique really is. However, in the real world, early recognition and initiation of the recovery is key to minimal altitude loss. Once proficiency with the technique is achieved, pilots should practice recovering from the vortex ring state as soon as the condition is recognized.

It is interesting to compare the two techniques at the point of exit from the vortex ring. Traditionally, when the aircraft is clear of the vortex, the helicopter is in a dive caused by the nose low attitude, power is reduced and the descent rate is high. For the entire time the pilot is correcting to a climb attitude and climb power, the aircraft is losing altitude. With the Vuichard Recovery, at the point the aircraft is clear of the vortex, climb power and attitude are already present so altitude loss is minimized.

I’m convinced the Vuichard Recovery is a tremendous improvement and can greatly improve the safety of operations close to the vortex ring boundaries. Instruction should begin at the student pilot level to build an instinctive, intuitive reaction and continue throughout one’s training.

It is important for the FAA to include a specific discussion of the method in the Rotorcraft Flying Handbook and the Helicopter’s Instructor’s Handbook so that pilots and instructors could quickly exit from this potentially fatal condition.

Need To Know: Vortex ring state is one of three distinct working conditions for a helicopter’s rotor.The Vuichard Recovery uses tail rotor and bank to move the aircraft laterally out of the vortex ring.

“Settling With Power”

In the U.S., there seems to be a great deal of confusion on whether the vortex ring state should be properly or improperly referred to as “settling with power.” The controversy stems from a condition completely different from the vortex ring state, in which engine power required exceeds engine power available.

Over the years, various aviation organizations have used conflicting terminology in discussing these very different conditions.

In the 1950s, the U.S. Navy referred to the vortex ring state as “power settling” and used the term “settling with power” for the power-available-vs.-power-required situation. Not wanting to let the Navy set the standard, the U.S. Army reversed the terminology in the 1960s. Army pilots in Vietnam used the term “settling with power” to refer to the vortex ring state and “power settling” when they were trying to get out of a tight landing zone with too many troops onboard.

The FAA uses “settling with power” in its discussion of vortex ring state in both the Rotorcraft Flying Handbook and the Practical Test Standards (probably because there are more former Army pilots in the FAA than former Navy pilots).

Outside the U.S., the picture is much clearer; for the most part, the term used is “vortex ring state.”

I say, let’s call it what it is—the “vortex ring state,” not some vague term that has different meanings to different pilots.—Tim Tucker

The world's best student handouts - AOPA resources for pilots

Many years ago, we began looking around the internet for great ways to fill our students minds with information, after a quick search we kept coming back to AOPA as a best source for this information. So, here they are below- Enjoy the links from our friends at AOPA.org

Student Handouts

10 Things Every Student Needs

25 Questions — Answers That Every Pilot Should Know

Cost Effective Training–Make Every Minute Count

Five Steps to Efficient Flight Training

10 Ways to Regain Piloting Confidence

The Plateau Problem–What to Do

Why Do Some Students Quit–Make Sure You’re Not One

Communicating with ATC — Talk Like a Pro

Just the Facts–Radio Communications

Learning the Right Words — New Pilot’s Guide to ATC

Radio Communications

Talk Less, Say More

Talking the Talk — Radio Use

Traffic Signals–Understanding Aviation’s Sign Language

When Will I Solo?

Your First Solo

10 Reasons to Go Around

Fly Slow, Bank Steep

Phantom Wind — Correcting for What Isn’t There

Wind Strategies — Tips

Pilot Radio Communication

This is a copy of our Pilot Communication manual- Please excuse any typo's or broken links

Radio Operation

AA 12 Audio Panel

• ICS/Volume knob — Sets headset volume, usually about one third up from left

• Vox/Squelch — Set too low = cutout, set too high=static, usually one third up from left

• Transceiver selector knob — Selects Xmit and Receive radio, up to 3 comms.

• Receiver selector knobs — Top row selects comm receive only through headset, bottom row selects

• nav radios through headset. Can have one radio xmit/rec and other radios rec simultaneously.

• Pilot ISO/Norm switch — Isolates pilot from passengers

• TX light — Illuminates when a radio is transmitting.

King KY 97A— Comm only radio, 720 channel

•  Off/on/volume knob — Turn right to turn on, increase volume. Pull out to set volume level. Frequency display — active on left, standby on right.

•  Arrow button -~ exchanges standby for active frequency

•  Inner/outer frequency selector knobs — outer large knob tunes big numbers (XXX.000), outer small knob tunes

000.XX numbers, i.e. .85, .90, .95

•  Pull small knob out to tune .OXX frequency, i.e. .925, .975

•  “CHAN” button — Push to activate nine frequencies in memory storage. When “CHAN” pressed, frequency dials cycle through frequencies in memory.

Buttons on cyclic will also flip-flop frequencies and change memory freqs.

Transponder Operation

King KT76C Transponder — 4096 codes with altitude encoding altimeter (how do you know?) OFF/5TBY/TST/ON/ALT knob

•  OFF — turns transponder off.

•  STBY — Basically a warm-up position, on but not transmitting, not as important now that xponder is solid state.

•  TST — Illuminates all display features to verify they all work and runs self diagnostic.

•  ON Transponder is transmitting location without transmitting altitude info. Essentially no Mode C.

•  ALT — Transponder transmitting location and altitude readout. This is normal operating position.

IDT button — This is the “ident” button. This “blossoms” your aircraft on controllers screen to make stand out. Only necessary to push and release.

VFR button -~ This will immediately change the code to 1200.

Code Entry Buttons - These are the 0,1 ,2,3 Used to input your assigned “squawk”. Normally set to VFR code of 1200. There are certain codes that you want to avoid (unless they are applicable):

•        7700 — emergency

•        7500—hijack

•        7600— loss of comm.

CLR button — erases code entered one number at a time, starting from the right (allows corrections)

Left display window — displays altitude in hundreds of feet that is being sent by encoding altimeter to ATC, designated by “FL”

Right window display — displays 4 digit code that you are “squawking” and what mode Xponder is in, i.e. “ALT” when altitude reporting

Other display — “R” lights when Xponder is replying to an interrogation.

ATC Pilot Glossary

More on AIM page 819

Abeam — An object or point app. 90 degrees to the right/left of aircraft track

Affirmative – Yes

Altitude readout indicates — Used when ATC has an unconfirmed Mode C radar return.

Cleared for takeoff Cleared to land

Cleared for the option — Tower clears pilot to make t n g’s, full stop landing, low app, etc at pilot’s discretion.

Cleared into Class B airspace — You need to hear this BEFORE entering any Class B airspace.

Confirm — ATC wants you to confirm the question, such as “4SH, confirm 1,500”

Expedite — ATC wants you to do something as soon as possible, such as takeoff, clear the active runway, etc.

Go ahead — Normally used in communications, proceed with request.

Go around — Immediately discontinue landing approach and re-enter pattern.

Have traffic — Use when you see the aircraft traffic that ATC has alerted you to.

Heavy — Aircraft potentially over 255,000# GW. Significant because of wake turbulence.

Immediately — Do it right now!

Looking — Use when you don’t see aircraft ATC has alerted you to. Maintain — As in maintain runway heading, maintain a certain altitude, etc. Negative — No

Negative contact — Same as “looking”, probably more correct if you really want to be conformist.

Radar contact — ATC has positively identified you on radar.

Radar service terminated — Used by ATC when leaving their airspace or if controller gets too busy. Readback correct — ATC confirming you have correctly understood their instructions, usually for clearances. Report — ATC wants you to let them know when you are at a certain point, i.e. “Report left downwind, 28”.

Resume own navigation — Usually used when you had been given radar vectors around traffic or to a location.

Roger- Last transmission was understood.  Often overused.

Runway heading — Used with “maintain” usually in Class C or B to initially get you away from airport.

Say again, please — Never be afraid or embarrassed to say this!

Say altitude — In thousands and hundreds of feet, i.e. 1,500 “45H, level one thousand five hundred”.

Say heading — Use magnetic heading from compass or directional gyro.

Squawk XXXX— The 4 digit code that you input into the transponder. “Squawk VFR” 1200.

Standby — Wait until ATC gets back to you, usually used when they are very busy.

Taxi into position and hold — Cleared to taxi/hover onto the runway but NOT cleared to takeoff.

Traffic in sight — You reporting seeing an aircraft that ATC has alerted you to.

Traffic no longer a factor — You can stop looking for the traffic.

Unable — Cannot comply with ATC request, i.e. “4SH, can you give me 150 knots on final?”

Verify — Essentially interchangeable with confirm.

Wilco – Will comply.  You are going to comply with the instructions just given.

Terms not to use

No Joy

ATC & Radio Procedures

Will learn to hate or love ATC, but you are going to have to deal with, so better develop skills.

Setup while warming up. Know the frequencies that you are going to use and setup accordingly. You may be tempted to use both radios, but not rec for awhile. Use GPS for listening only, like ATIS or AWOS or even 123.02. You want to have the mike very close to your lips, this reduces wind and other noises (don’t need to lick)

English is language of aviation worldwide. You are in the system, just like a 747 so conform! Not the place to display individuality.

Phonetic alphabet and nine — to avoid confusion

Can just use “Helicopter such & such”. Fixed wing will use Cherokee, Bonanza, etc. ATC may ask; “554SH is a Robinson R22” is sufficient.

Plan what you are going to say, think it through. This will help eliminate the “uhuhuhuhuh’s” and that is good. Try to be economical. For example, don’t need to use “Control” with ground or approach/departure. It also helps if you can anticipate what ATC is going to say.

Listen before you talk —in both uncontrolled and controlled environment. Most important with controller from embarrassment point. You may hear only one side of conversation, especially with center or app.

Most transmissions are a combination of; Who you are talking to (only on initial contact), who you are (ALWAYS), where you are (what altitude with center and app) and what you want. Tell where you are when taking off.

N# is for USA aircraft — no need to state unless going to Mexico, Canada, etc

Use entire N# until ATC shortens it first, could be A/C with same last three numbers/letters (554SH & 654SH) or could even sound the same.

In uncontrolled airport, state full intentions around traffic pattern. However, with center, app or tower, you may want to just call up without giving spiel and let controller get back to you. lf= real busy, not busy at all or you have a real long request that you don’t want to repeat. Discretion. Do not ask over and over if getting no response, go back to previous frequency and check to see if radios are set up OK. Frequency when changing controller is in standby, can go back to it if no answer.

Talk at reasonable speed and don’t be afraid request information over (say again). Go ahead and tell that you are a student pilot. If ATC tells you to report over some landmark and you don’t know, tell that you are unfamiliar with area. Same thing about airport, ask where transient parking is, ask which taxiways if don’t know or get lost. You don’t have copilot to read map.

Class B & C departure — Call before you are in hover so can write clearance info down

Need to repeat “to do” information like where to report, cleared for takeoff, cleared for landing, etc. Not necessary for info call like wind speed, in radar contact, clear of traffic, etc —just acknowledge with call sign.

When approaching C or B, get ATIS beforehand and let approach know. Also let tower know when you switch over or they will probably ask.

Reporting altitudes — when changing controllers (app) just say: “Helicopter 554SH level 1,500”. Always use thousand then hundred, so no fifteen hundred. If not level, always report altitude climbing/descending through and target altitude.

Not only listen before talking, but listen for your aircraft call sign. Use Iso switch if necessary, and be prepared to silence (politely but firmly) if you need to talk. Also, don’t be afraid to report your position just because an instructor is talking to you; DPE will be looking for that.

Tower will sometimes tell you to “Contact ground .9” Always 121 .x

Helicopters can arrive/depart direct to many destinations on airport. For example, if you are at the helipad at Modesto airport and are departing, you could call up the tower and request a present position departure.

Coolness factor - do not respond to ATC without using N number. Do not respond by just clicking mike. No “roger that”, “OK’s”, etc.

Whatever you do, DO NOT SACRIFICE CONTROL OF AIRCRAFT TO TALK ON RADIO!!!!!!!!!!!!!!!!!!!!!!!

So now, let’s compare two radio calls;

“Modesto Control Tower, this is helicopter November 554SH. I am a Robinson Model R22 Beta II. I am ten nautical miles west-northwest of Modesto City-County airport and my altitude is 1500’ MSL. I would like to land at Modesto airport and I have the current ATIS information Delta.

Please respond with landing instructions. Over.” 56 Or the same thing could have been said;

“Modesto tower, helicopter 554SH, ten west, landing with Delta”. 9

ATC Situations

CENTER

When to contact — On a long trip when you are flying above 6000’ and you would like VFR flight following.

What to say — Assume you are on a trip from Los Banos to Palm Springs. You have taken off and have climbed to 7,500’ and are over Firebaugh.

“Oakland Center, helicopter 7532D over Firebaugh level 7,500 for Palm Springs, request VFR flight following.”

APPROACH/DEPARTURE

When to contact — 20-40 miles out from destination or anywhere if you would like to request VFR traffic advisories.

What to say:

1.                    You are approaching Class B or C airspace and landing at the primary airport; “Fresno Approach, helicopter 7532D, 20 west @ 1,500 for landing with Delta”

2.                    You would like VFR traffic advisories;

“Norcal approach, helicopter 7532D over Madera for Modesto @1,500. Request flight following”.

3.                    You are receiving VFR traffic advisories and are being handed off to a new sector; “Norcal approach, helicopter 7532D level 1,500”.

TOWER

When to contact - When you are approaching a Class D airport, are being handed off by approach control at a Class B or C airport and when you are ready for takeoff. What to say:

1.                    You are ten miles to the west of Salinas;

“Salinas tower, helicopter 2312J, ten north landing with Delta”

2.                    Salinas approach is handing you off to Salinas tower; “Salinas tower, helicopter 2312J inbound with Delta”

3.                    You are at SNS, ready to takeoff from 26 and you want to make a right turn departure for WVI; “Salinas tower, helicopter 2312J ready for takeoff 26, request right hand departure to Watsonville”

GROUND

When to contact —When arriving and clearing the active runway, when at parking and desiring to taxi/hover to a runway for takeoff or you are getting your “mini” clearance at a Class C airport.

What to say —

1.                    You have just landed at Modesto on 28L, hovered clear at taxiway Bravo and the tower has told you to contact ground. You wish to go to transient parking;

“Modesto ground, helicopter 7532D, clear 28L at Bravo for transient parking”

2.                    You are at Modesto transient parking and want to go to the active runway; “Modesto ground, helicopter 7532D transient parking for taxi with Bravo”.

3.                    You are at the helipad at Sacramento International airport and are returning to Los Banos ~

2,500’

“Sacramento ground, helicopter 7532D, helipad with Charlie, VFR to Los Banos ~ 2,500’, request present position departure”.

CLEARANCE DELIVERY

When to contact — When departing VFR from a Class B airport or at a Class C airport when so advised by ATIS.

What to say - You are at Signature Flight Support at SF0 and wish to depart from your present position VFR for Los Banos ~ 2,500,’

“San Francisco Clearance Delivery, helicopter 7532D, Signature with Delta, VFR to Watsonville @ 2,500’,

request present position departure”.

Class C Airspace Scenario

You are twenty-five miles north of SNS @ 1,500, information Juliet is current. You want to land at the helipad and stay for about an hour.

ARRIVAL

•                                   NorCal approach, helicopter 694DC. Helicopter 694DC, NorCal approach, go ahead.

•                                   Helicopter 694DC is 20 miles north @ 1,500, landing with Juliet. Helicopter 4DC, squawk 4217.

•                                   4DC,squawk42l7.

Helicopter 4DC, radar contact 20 miles north @ 1,500.

•                                   4DC.

4DC, traffic 3 o’clock, 2 miles, altitude readout indicates 2,200.

•                                   4DC, looking. OR

•                                   4DC has traffic.

Helicopter 4DC, where would you like to go on the airport?

•                                   4DC would like the helipad.

4DC, traffic 12 o’clock, 4 miles, is a United Express Metroliner climbing through 1,100 for 8,000.

•                                   4DC has the Metroliner. 4DC, what type helicopter are you?

•                                   4DC, Robinson R22 4SH, traffic no longer a factor.

•          4DC.

4DC, contact tower 119.4

THEN:

•     Tower 119.4.

•                                   Salinas tower, helicopter 694DC inbound @ 1,500 with Juliet.

Helicopter 694DC, wind 320 © 10, altimeter 29.98. Confirm you’d like to go to the Helipad?

4DC, cleared to land on the Helipad, traffic on short final 31 is a National Guard F16, wind 310 @ 09.

•                                   4DC, cleared to land Helipad, have the F16.

DEPARTURE

You are departing for Los Banos @ 1,500. You would like to depart directly from your present position at the big H. Current ATIS is Kilo.

•         Fresno ground, helicopter 694DC adjacent big H with Kilo, VFR to Los Banos @ 1,500, request present position departure.

Helicopter 694DC, Fresno ground, after takeoff maintain VFR at or below 2,000 on course for Los Banos, squawk 3514, Fresno departure on 119.6.

THEN:

•           Helicopter 694DC, maintain VFR at or below 2,000 on course for Los Banos, squawk 3514, departure 119.6.

•           Fresno tower, helicopter 694DC ready for takeoff, big H.

Helicopter 694DC, Fresno tower, cleared for takeoff from present position, avoid overflying parked aircraft. Caution, wake turbulence from departing UPS 757.

•           694DC cleared for takeoff present position, avoid overflying parked aircraft.

4DC, contact departure. Have a good flight.

THEN:

•              4DC, contact departure. Thanks.

•           Fresno departure, helicopter 694DC climbing through 1,300 for 1,500. Helicopter 5545H, Fresno departure, radar contact 3 miles west of the airport @ 1,300’.

•      694DC.

Helicopter 694DC, traffic 10 o’clock, 1 mile, altitude readout indicates 900’, appears to be maneuvering.

•           4DC, looking. 4DC, traffic no longer a factor.

•           4DC.

4DC, leaving my airspace to the west, radar service terminated, squawk VFR, frequency change approved. Good day.

•            4DC, squawk VFR, frequency change approved. Good day.

Salinas Valley Airport

RADIO ARRIVAL PROCEDURES

PRIOR TO CONTACTING SALINAS TOWER GET ATIS ON 124.85

PRIOR TO ENTERING SALINAS CLASS D, CONTACT TOWER ON 119.4 (7-10 MILES OUT)

PILOT “SALINAS TOWER CESSNA SIX FIVE SIX FIVE JULIET TEN MILES SOUTHEAST INBOUND FOR LANDING WITH (INFORMATION) XRAY”

OR

“SALINAS TOWER. CESSNA SIX FIVE SIX FIVE JULIET, TEN MILES SOUTHEAST.INBOUND FOR PATTERN WORK WITH (INFORMATION) XRAY”

TOWER “CESSNA SIX FIVE SIX FIVE JULIET, MAKE STRAIGHT IN RUNWAY THREE ONE, REPORT     TWO MILES”

PILOT “SIX FIVE JULIET STRAIGHT IN RUNWAY THREE ONE, REPORT TWO MILES”

AT TWO MILES

PILOT “SALINAS TOWER, SIX FIVE JULIET TWO MILES’~

EXPECT

TOWER “CESSNA SIX FIVE SIX FIVE JULIET, CLEARED TO LAND RUNWAY THREE ONE”

PILOT “SIX FIVE JULIET. CLEARED TO LAND, RUNWAY THREE ONE

OR

TOWER “CESSNA SIX FIVE SIX FIVE JULIET, CLEARED FOR THE OPTION, RUNWAY THREE ONE”

PILOT “CESSNA SIX FIVE JULIET. CLEARED FOR THE  OPTION, RUNWAY THREE ONE”

RADIO DEPARTURE PROCEDURES

AFTER ENGINE START CONTACT ATIS ON 124.85

AFTER TAXI CHECKLIST. CONTACT GROUND ON 121.7

PILOT “SALINAS GROUND, CESSNA SIX FIVE SIX FIVE JULIET AT AIR TRAILS. READY TO TAXI WITH ALPHA”

GROUND “CESSNA SIX FIVE SIX FIVE JULIET, TAXI TO RUNWAY THREE ONE”

PILOT “SIX FIVE JULIET TAXI TO RUNWAY THREE ONE”

AFTER TAXI AND RUN UP, TAXI UP TO AND HOLD SHORT OF THE HOLD SHORT LINE, CONTACT TOWER ON 119.4

PILOT “SALINAS TOWER CESSNA SIX FIVE SIX FIVE JULIET. READY FOR TAKE OFF RUNWAY THREE ONE. DOWNWIND DEPARTURE”

TOWER “CESSNA SIX FIVE SIX FIVE JULIET HOLD SHORT” (LANDlNG AIRCRAFT)

TAXI INTO POSITION AND HOLD” (AIRCRAFT ON RUNWAY) CLEARED FOR TAKEOFF, RIGHT DOWNWIND DEPARTURE APPROVED”

NOTE: TRAFFIC MAY CAUSE TOWER TO USE A LEFT DOWNWIND DEPARTURE

PILOT “SIX FIVE JULIET. CLEARED FOR TAKEOFF. RIGHT DOWNWIND DEPARTURE”

OTHER DEPARTURES

Monterey

Departing Monterey (any runway in use) Watsonville

From rnwy 31 request “straight out departure” From rnwy 26 request “right 45 departure”

Hollister

From rnwy 26 or 31 request “departing Hollister”

Flying from Salinas (KSNS) to Monterey (KMRY)

Typical Best Case Scenario-Expect Minor and Major Variations

Frequencies KMRY

Atis 119.25

Norcal Approach 133.0 (127.15)* Monterey Tower 118.4

Monterey Ground 121.9

1.        Tell Salinas Tower at departure Salinas Tower, Cessna 6565 Juliet, ready for takeoff, departing to Monterey”… this will normally provide you with a quick frequency change, normally as you cross the Freeway… if you don’t hear from the tower by the time you cross the freeway, ASK for a frequency change.

2.        Have Monterey Atis set on one of your radios with the Com panel Com switch on both, ATIS volume turned down so you can just hear it without blocking out the Tower or Norcal Approach. With the frequency change approval, switch from Salinas Tower to Norcal Approach.

3.        The following call to Norcal Approach is a departure from obtaining flight following for a cross country or the Salinas Valley practice area… “Norcal Approach Cessna 6565 Juliet departing Salinas, Landing Monterey”

4.        Expect “Cessna 6565 Juliet, Squawk. 0325, make straight in runway 28 (Left/ Right) say” NOTE: expect the unexpected when dealing with Norcal Approach. Do NOT ENTER Monterey Airspace if they do not acknowledge you with your tail number. For instance if they say “Aircraft calling from Salinas say again” you are NOT cleared to enter Monterey airspace. If they say “6565 Juliet, standby” you are cleared to enter their airspace (although I recommend circling at Highway 68 and the Salinas River until Radar Contact is established. Also, 2000 feet is plenty of altitude for the trip, 1500 will do if you follow Highway 69 until aligned with the extended runway centerline), If the wind favors Runways 10 L/R you can expect “Cessna 6565 Juliet, Squawk. 0325, make left traffic for runway 10 Left”

5.        Repeat the clearance “65Juliet squawk 0325, straight in runway 28 (Left/Right)

6.        Approach will then come back with “65 Juliet, radar contact, say altitude”

7.        Respond with “65 Juliet climbing through 800 for 2000”,

8.        Expect a handoff to Monterey Tower... “6 5 Juliet, contact tower, 118.4”.

9.        Do NOT change frequency without acknowledging the handoff.. “65 Juliet contact tower 118.4”

10.     Contact tower .Monterey tower, 6565 Juliet with you”

11.     Tower knows your location and will instruct you ‘65 Juliet cleared too land runway Note: if cleared to land 28 right, you may request 28 left, and providing there is no incoming traffic on the parallel runway, you will usually get your request.

12.     After landing promptly taxi clear of the runway, and unless otherwise instructed by tower, contact Ground,

121.9 and announce… “Monterey Ground, Cessna 6565 Juliet, clear of runway going to  _”  or “taxiing back for takeoff to Salinas” (or other destination).

*     127.15 normally reserved for off the shoreline (see sectional), but often there is only one controller who can be on either 133.0 or 127.15.

NOTE:  Normal Departure instructions to Salinas from runways 10 from Ground are.., “Cessna 6565 Juliet after

takeoff fly runway heading to 900 feet then left turn to 060 degrees, departure frequency 133.0, squawk. 0436” similarly from the 28 runways except... “climb on runway heading until past the freeway, then right turn to 060.”

REID-HILLVIEW AIRPORT

Downwind Departure From Reid-Hillview Airport

1.        Contact Atis. Write down altimeter setting, wind direction and speed, atis code.

2.        Initial callup to ground from tie down: (Southbound departure, runway 31 in use, Atis code for these examples

= Romeo).

Pilot: “Reid-Hillview ground, Cessna (call sign) at transient parking, ready to taxi with Romeo, downwind departure.”

Ground: “Cessna (call sign), taxi to 31 right via Zulu”

-or-

Ground: “Cessna (call sign), taxi to 31 right via inner ramp to hotel then Zulu.”

Pilot:  Repeat ground instructions

3.        Callup to tower at hold short line, after taxi from runup area:

Pilot: “Reid-Hillview tower, Cessna (call sign) ready for takeoff, 31 right”

Tower: “(call sign) hold short” (landing aircraft)

“(call sign) taxi into position and hold” (aircraft on runway)

“(call sign) cleared for departure, 31 right, downwind departure.”

“(call sign) taxi across 31 right, cleared fro takeoff runway 31 left, left downwind departure approved

“(call sign) cross 31 right to 31 left, taxi into position and hold.” (aircraft on runway) – to be followed by: “(call sign) cleared for takeoff runway 31 left, downwind departure approved.” “(call sign) taxi into position and hold.” (aircraft on runway) – to be followed by:

“(call sign) cleared for takeoff.” Repeat tower instructions.

Landing at Reid-Hillview Airport from Southeast

1.        Get atis code at 2500 ft. or greater. (At or before Anderson Reservoir). Atis will advise wind, altimeter, runways in use, and to contact tower on 119.8 or if busy and occasionally on weekends 126.1. If 126.1 is in use, plan on a straight in approach to 31L or right downwind for 13R

2.        At UTC:

Pilot: “Reid-Hillview tower, Cessna (call sign) at UTC, descending through 3500 ft, inbound for landing with Romeo.”

Tower: “(call sign) (optional: wind 330 at 12) fly straight in for runway 31 left (or 31 right), report 2 (or

3) miles.”

Pilot: Repeat Tower instructions.

3.        At 2 (or 3) mile mark:

Pilot: “Reid-Hillview tower, (call sign) 2 (or 3) miles.

Tower: “(Call sign) cleared for landing, runway 31 left (31 right).”

4.        After landing:

(Note: move quickly to leave runway at nearest exit without hard brake use, taxi clear of old short line and contact ground after coming to a full stop. Before proceeding, apply “After Landing” checklist). While on rollout on the active runway, tower may say to taxi to parking after landing.

Tower:  (While rolling to a stop on 31 right) “(call sign) turn off runway at exit Delta (or other) and contact

ground at point 65’

(From 31 left While rolling to a stop) “(call sign) cross 31 right at exit Delta (or other) and

Non-Tower Airports

Making self-announced reports when operating at non-tower airports

Pilot: “Watsonville traffic, Helicopter (call sign) five miles out (direction), at 1200 ft.(or other altitude) Inbound for landing, runway 20, Watsonville”

Pilot: “Watsonville traffic, Helicopter (call sign) at the river and the freeway (or direction) for a left forty five downwind entry, 20, Watsonville”

Pilot: “Watsonville traffic, Helicopter (call sign) taking off parallel taxiway 20 (taxiway alpha) left closed pattern, Watsonville”

Pilot:  “Watsonville traffic, Helicopter (call sign) turning left crosswind, 20, Watsonville”

Pilot:  “Watsonville traffic, Helicopter (call sign) entering left downwind, 20, Watsonville”

Pilot:  “Watsonville traffic, Helicopter (call sign) turning left base, parallel taxiway 20, Watsonville”

Pilot:  “Watsonville traffic, Helicopter (call sign) on final, parallel taxiway 20, Watsonville”

- if you land on runway 16 and have cleared runway 16.

Pilot:  “Watsonville Traffic, Helicopter (call sign) clear runway 20.”

Things to Keep in Mind When Reporting

•            Use common sense when making reports

•            Observe the amount of traffic in the pattern

•            Consider making fewer radio calls if there is no one around to avoid cluttering the UNICOM frequency

Favorite Aviation Internet Addresses

 AOPA

ASF

www.aopa.org/asf

www.aopa.org/asf/taxi

Taxi Diagrams

www.aopa.org/asf/runway_safety/

Interactive runway safety course

EAA

Flying Start (EAA learn to fly)

www.eaa.org www.eaa.org/chopters/flyinq_start.html

www.aopa.org

WEATHER

AOPA Weather Brief (members only)

www.aopa.org

Briefing from DUATS

EAA Weather Brief (Members only)

Flight planning and legal weather briefing ~

www.duat.com

members.eaa.org/home/flightbrief www.enflight.com

Goes Imagery and Satellite Tutorials:

Naval Research Laboratory Colorado State University

www.nrlmry.navy.mil/sat products.html

National Weather Service Weather website

Nexrad:

www.cira.colostate.edu/ramm/advimgry/toc

www.nws.noaa.gov adds.awc–kc.noaa. gov/

The Weather Channel

-Intellicast

www.weather.com

ASOS/AWOS

Real time weather

Prides itself on being most complete

www.intellicast.com/weather/usa/others

www.faa.gov/asos/asos.html www.rap.ucar.edu/weather/index.html www.aviationweather.com/

INSTRUMENT FLYING

Airport approach plates

www.aeroplanner.com/flightplanning/

approachplates.cfm

Jep IFR clinic reviews

www.jeppesen.com/onlinepubs/aopa.phtml

Articles from IFR Refresher magazine

www.terps.com/ifrr/

FAA

www.faa.gov

Home Page

Civil Aeromedical Institute (CAMI)

www.comi.jccbi.gov

FSDO Offices

FAA Forms, pilot/maint. Schools/#’s

faa-gov/avr/afs/fsdo/fsdornaphome.htm

Library and FARs AIM

www.av-info.faa.gov

faa.gov/avr/af

faa.gov/atpubs/aim/index.htm

Advisory Circ. Chkist

www.faa.gov/aba/htmI_policies/

files_pdf/ac_ckist-all.pdf

Judgment Training Manual

www-cyberair.com/tower/faa/index.html

GPS

www.gps.faa.gov

FAA Accident database

nasdac.faa.gov/main. htm

Flight data (FAR access, N Registry)

www.flightdata.com

Changing CFI#’s & Forms

registry.faa.gov

Miscellaneous

Links for CFIs, including AIM

www.TheCfi com

GA Pilot Info

www.dot.state.tx.us “AVIATION”, then

bottom of page GA PILOT INFO-Info for VFR, IFR and huge list of Web sites

Many web sites                                                                          www.landings.com

Trip ideas                                                                                    www.100dollarhamburger.com

Rod Machado                                                                             www.rodmachado.com

Aviation Speakers                                                                     www.aviationspeakers.com

Learn to fly and marketing for CFIs                                       www.beapilot.com 1-888-232-7456

Flying Start (EAA learn to fly)                                                  www.flyinqstart.org

Source for students/instructors                                               www.whittsflying. corn

Air foil simulator FM                                                                  www.lerc.nasa.gov/WWW/K-12/aerosim

Flight planning for Cheapest gas                                           www.airnav.com

Women in Aviation, International                                           www-wiai.com

Airport Remote Radio Access System                                   www.arinc.com/

AVWeb-Aviation News Service                                               www.avweb.com

General Aviation Manufactures                                              www.qeneralaviation.org

National Air & Space Museum                                                www.nasm.edu

Nat’l. Trans. Safety Board                                                        www.ntsb-gov

USAF Museum                                                                          www.wpafb.af.mil

Aero Planner for charts                                                            www.aeroplanner.com

Noise reduction headset for $44.90 total                              www.avshop.com/560208001.html Thunderstorm internet class                                                                              www.nwas.org/committees/avnwxcourse

/course.htm

Runway Safety Web site                                                          runwaysafety.foa.gov

Decision Making                                                                        flysafe.faa.qov/Flysafe/home.htm

Ben Hinkle’s BLM TFR                                                             airspace.blm.gov/ av-info.faa.gov/data/640otherfaqlpt61-18.doc

Radio Calls specific to Watsonville Airport

Radio Calls, Watsonville, CA

WT = Watsonville Traffic               W = Watsonville                               H = Helicopter                   L = Left              R = Right *Substitute “2-0” for any of the other runways (8, 2, 2-6)

Sample Departure Radio Calls:

WT

H 0SH on the go Alpha taxiway, parallel 2-0

L closed traffic (or “staying in the pattern”)

W

WT

H 0SH departing south end of Alpha taxiway, parallel 2-0

Straight out departure

W

WT

H 0SH departing grass area, between Alpha taxiway and 2-0

L closed traffic

W

WT

H 0SH on the go, Alpha taxiway, parallel 2-0

Left crosswind departure

W

WT

H 0SH departing Alpha taxiway, parallel 2-0, have the landing traffic in sight

L closed traffic

W

Sample Traffic Pattern Radio Calls:

WT

H 0SH L crosswind 2-0

W

WT

H 0SH L crosswind 2-0, departing the pattern

W

WT

H 0SH L downwind 2-0 (can add location such as “midfield” or “abeam the numbers 2-0” or “abeam the number 2”)

W

WT

H 0SH L downwind 2-0, number 2 (if you are following an aircraft in the pattern.  Could also be “number 3” if multiple aircraft are in the pattern)

W

WT

H 0SH L downwind 2-0, number 2 behind the Cessna (substitute type of aircraft you are following if known.  This lets the aircraft you are following know that you have them in sight.)

W

WT

H 0SH L base 2-0

W

WT

H 0SH L base 2-0, number 2

W

WT

H 0SH L base over runway 2-6 for 2-0

W

WT

H 0SH L base over home depot runway 2-0

W

WT

H 0SH final Alpha taxiway, parallel 2-0

W
 

WT

H 0SH final 2-0, number 2

W

WT

H 0SH L base to final runway 2-0, simulated engine failure (if doing a straight-in autorotation)

W

WT

H 0SH R downwind to final runway 2-0, simulated engine failure (if doing a 180° autorotation)

W

WT

H 0SH L base to final Alpha taxiway, remaining east of 2-0 at all times

W

Miscellaneous Airport Radio Calls:

WT

H 0SH clear of 2-0

W

WT

H 0SH air taxiing from north to south end of Alpha taxiway, parallel 2-0

W

Sample Position Reports When in the Vicinity of the Airport:

WT

H 0SH 1 mile to the southeast, climbing through one thousand for two thousand five hundred

Southeast bound

W

WT

H 0SH abeam Moss Landing at one thousand five hundred, inbound for landing

W

WT

H 0SH over the river and the freeway, L 45 entry 2-0

W

WT

H 0SH on a 3 mile 45 runway 2-0

W

WT

H 0SH 3 miles east, at one thousand two hundred, will be making an extended L base runway 2-0

W

WT

H 0SH on a 2 mile R base runway 2-0

W

WT

H 0SH short final runway 2-6

W

WT

H 0SH 6 miles to the northeast over the quarry at three thousand two hundred, northeast bound, last call,

W

Sample Calls to Find Out What Other Aircraft Are Up to:

Aircraft on final, will you be making a full stop, or touch and go?

Aircraft in run up area for 2-0, please hold short for landing traffic.

Aircraft on downwind, I do not have you in sight.  Please say your position.

Aircraft rolling on 2-0, will you be making a left or right turn out?

What it takes to become a Professional Pilot

What it takes to become a Professional Helicopter pilot here at Specialized Helicopters, llc

TIME+MONEY+FAMILY SUPPORT=APTITUDE

If you have the time and money plus the encouragement of family and friends you are sure to meet your goals. As with any educational facility, Specialized Helicopters offers you the opportunity to experience a drastic change in your life. We allow you to learn and grow to become a excellent helicopter pilot and for the most part, a different person. This change happens slowly over time and ultimately is set by your motivation level to succeed at something you care about.
Specialized Helicopters helps you to set goals and to achieve these goals on time and on budget based on your personal situation and needs. This is our way of aiding you with the complicated changes that you are about to face. It is a difficult process and one that is well worth the effort but it does have it’s pitfalls- This brief is designed to help you get a basic understanding of what is to be required of you to successfully complete the training process and become the best helicopter pilot you can be .
Ultimately it will take time, money and family support to make you the pilot you want to become. Make no mistake about it, you will be making a significant change, just like any person that chooses a professional career, helicopter flying is no different! You are guaranteed to see the world from a different perspective after completing the process. This is important to realize so you don’t go into this change lightly or without understanding the dedication and level of study that will be required.
As noted above, TIME is a major consideration. You will need to allot your time in many different areas. Flight training, ground school, home work, vacation, personal, sleep, work, etc. These areas will demand from you a clear course of action in order to accomplish all that is required in any given week of training.
The best way to set up a weekly training schedule is to assume the flight training portion of a week takes 3 hours, the ground portion will typically take 2 hours, home work at 5-7 hours for a grand total of 10 hours per week of serious learning. This might not seem like much at first but considering the average person that wants to add helicopter training into their normal day to day life, it will take some dedication. Taking this into considering, we like to have our students “clear their schedule” as much as possible. We recommend you have the financial part of your training established in advance of your training so that you don’t have to worry about it at a later date. If you want to start right away and still need to keep working, great! Our programs work along with your schedule and your instructor will help you configure a training schedule that fits your individual needs.
Helicopter training takes a lot of money. The better you are prepared financially the faster you can accomplish your goals. Students that are financially prepared have a much better chance of completing their training on time and within budget than those that don’t.
Family support is a primary concern in your training, the people that support you financially and/or emotionally help form a picture of who you are and how you shape your future. The important people in your life need to be educated on your career choice and they need to be shown your dedication to the training. If you have strong support from family and friends you will see a positive result in the way your training program progresses. I point this out because it is true that if you have this type of positive support, you will save time and money as well as see the added benefit of really enjoying yourself throughout the process. Remember that if your spirits are high and you come to school excited and positive, you will absorb the information you are receiving effectively. To this end, we offer free flight training consultation not only you but also to anyone you would like to have a clear understanding of this process.
Our instructors and staff will help you with the timing of this training and cost through our free flight training consultations. We highly recommend taking advantage of this free offer. It will give you a clear understanding of your particular situation and how this whole adventure will unfold for you. We like to say that all of our courses are “designed by the student and guided by the instructor”. This way, you get to play a major role in your own training outcome. We do this so you have more control over the end result. Ultimately your success as a helicopter pilot depends on your ability to plan, manage and successfully apply your skills to achieve the desired outcome of a safe and pleasant flight. Start your career off right and layout a plan, “failure to plan is planning to fail”.
Please take the time now to consider what you have taken from this short brief. The team at Specialized Helicopters, llc wants to create a great helicopter pilot out of you. What we need is the desire to succeed, the time to accomplish the goal, support from your family and friends and the funding to complete the process. What you get in return is a career that not only stands out in the crowd but allows you to enjoy one of life’s best experiences each and every day.
 

Chris Gularte -
Specialized Helicopters

Helicopter Flight Training Tips

1. Keep your scan moving
   1. As needed for your particular mission
2. Scan RPM’s = Green
   1. On hover
   2. On takeoff roll
   3. During all phases of cruise flight
   4. On approach
   5. During practice emergency procedures
3. Watch your needles
   1. Where are they going?
   2. Watch for trends
4. Autos
   1. Communicate

                                          i.    Explain task on ground with student

                                        ii.    Initial simulated emergency without warning is dangerous

                                       iii.    Eliminate surprises

                                       iv.    During autos always roll on throttle prior to raising collective

1. 1. A/S, RPM, descent rate = stable prior to 300 AGL level

                                          i.    A/S, RPM, rate of descent must be stable before starting auto and before 300 AGL

                                        ii.    If above is not met, do go around

                                       iii.    Practice go around anyway

                                       iv.    Scan instruments = RPM, A/S, rate of descent

1. 1. Have a plan in case of a problem/failure

                                          i.    In case of problem comes up you can do a full down successfully

                                        ii.    Practice autos should be to runways or taxiways, not too rolling hills or grass

 Practice autorotations are similar to firearms training for law enforcement officers.  Pilots spend a lot of time preparing for a situation that they will likely never encounter during their flying careers. 

Each year, there are very few mechanical failures that require the use of emergency procedures to safely land a helicopter.  Due to the risk involved, both to pilot careers and personal safety, it is imperative that pilots and CFI’s clearly communicate, stabilize cockpit indications, and identify a safe touchdown zone when conducting practice autorotations. 

Unlike a bullet fired from a gun, a poorly executed autorotation can be turned into a go-around and attempted again. 

Helicopter Overspeeds - What to do!

Helicopter Overspeeds

One of the most costly incidents that we experience is an Overspeed. It is imperative that we, as a helicopter community avoid any more such incidents in the future.  Despite frequent discussions and reminders during continuation training, overspeeds occur far too often. Consequently,  here is a reminder of how they can occur and how they can be avoided.

Definition:

An overspeed occurs when either ERPM or RRPM or both exceed the red lines on the RPM tachometer.

Types of Overspeed

• Engine RPM overspeed on start up
• Engine & Rotor RPM during lift into the hover
• Engine & Rotor RPM during flight
• High Rotor RPM in auto rotation

Let’s look at each type individually and how they can occur and how to prevent them.

Engine RPM overspeed on start up

Cause

Engine is started – either by turning the key or pressing the starter button – without the throttle being in the fully closed position.

Effect

ERPM rises rapidly to exceed 104 %; governor does not have sufficient information to intervene before overspeed occurs.

Potential Damage

Scoring of cylinders, damage to push rods and piston seals and crankshaft. Damage to magnetos misalignment of the cooling fan.

Prevention

Follow the Company start up check list properly. Do not rush and do not skip steps.

The throttle must always be fully closed before and during the start process. Always ensure that the throttle is fully closed before you start the engine.  If the engine is reluctant to start you may prime by opening the throttle then closing it fully again before a second attempt in an R22 or using the key in an R44.  On no account should the engine be encouraged to start by cracking the throttle open whilst cranking the starter.

Engine & Rotor RPM during lift into the hover

Cause

Lifting without the governor switched on / governor faulty or non operational.

Effect

Without the governor switched on ERPM & RRPM will rise as the lever is raised.  The mechanical system of Correlation does not work outside the range of 17-21” MAP.  Consequently the needles will both continue to rise above 104% as the lever is raised. Whilst this may be counter-intuitive, it is nevertheless fact and will cause significant damage.

Potential Damage

Scoring of cylinders, damage to push rods and piston seals and crankshaft. Damage to magnetos,  Brinelling (crushing spherical bearings into egg shapes) of feathering bearings in the rotor head.

If the helicopter is flown in this condition for any length of time, overstressing of journals, rotor head and rotor blades, damage to drive shafts and main rotor and tail rotor gearboxes & hydraulic systems may also occur.

Prevention

Follow the Company check list properly;

Switch the governor on before start as directed;

Allow governor to set RPM to 104 % during wind up;

Allow governor to recover RPM after Low RPM warning horn check;

Check both sets of Warning Lights are out when directed.

Perform pre takeoff checks properly every time you lift. Things may have changed since you trained, our recommended mantra is now:

• Upper Warning Lights Out
• RPM 104% & governed
• MAP
• Lower Warning Lights Out (INCLUDING GOVERNOR)
• T’s, P’s & Keys (set to both magnetos)
• Fuel (Sufficient for flight)
• Carb Heat Set
• (R44 Hydraulics On)
• Hatches & Harnesses
• Area Clear, Left, Right & Above

Take off technique

When raising the collective to lift, pause at 17” MAP to check RPM is holding at 104%.  If it is not, then the governor is not doing its job but you will have spotted it before you exceed limits and cause damage.

Engine & Rotor RPM during flight

Cause

Governor failure, inadvertent switching off of governor, mis-handling of throttle, poor re-engagement technique following recovery from auto.

Effect

ERPM & RRPM do not remain within the Power On range:   R22:  97 – 104%, R44: 98 – 102%

Potential Damage

Scoring of cylinders, damage to push rods and piston seals and crankshaft. Damage to magnetos,  Brinelling (crushing spherical bearings into egg shapes) of feathering bearings in the rotor head, tail rotor drive shaft failure followed by loss of tailcone.

Prevention

Regular scan of instruments must include RPM tachometer and warning lights.

Governor usually ensures RPM is correctly maintained. Pilot must still monitor that the governor is working correctly.

Low RPM: Warning horn sounds indicating governor has failed to maintain RPM;

High RPM: No such warning received. Pilot must spot and gently roll off throttle till RPM back in the permitted range.

If RPM correctly set prior to take-off, governor failure is unlikely to take RPM far enough outside limits to cause significant damage. Use manual throttle to correct RPM gently.

NB: During auto recovery, ensure needles joined in the power-on range before raising lever.

High Rotor RPM in auto rotation

Cause

Insufficient check up on lever to contain RRPM rises due to disc loading / airspeed changes.

Effect

As rate of descent increases, updrafting air increases RRPM.  Failure to raise lever to contain RRPM rise may lead to RRPM needle exceeding Power Off Limit of 110%.

Potential Damage

Brinelling (crushing spherical bearings into egg shapes) of feathering bearings in the rotor head, over-stressing of journals and rotor blades, damage to drive shafts and main rotor and tail rotor gearboxes may also occur.

Prevention

Having entered autorotation, never forget to check up on collective to contain RRPM rise.

Avoid aggressive cyclic inputs during auto – fly smoothly & monitor RRPM throughout exercise.

Feel for increasing pressure on your backside signalling increasing disc load and check up again if necessary. Monitor needle re-engagement carefully during recover to climb.

Do not fly a helicopter above its maximum permitted all up weight.

What to do if you do over speed a helicopter.

You must get RPM back within normal limits as soon as possible, land & shut down immediately.

Whilst the helicopter can probably continue flying, after damage has occurred, there is no guarantee, so be safe and make a sensible controlled precautionary landing.

You are legally required to report any unserviceability to the operator, so you must tell us what has occurred:-

• Certain engineering checks have to made to ensure helicopter is airworthy.
• Providing we can tell the insurance company what has happened and that it is Pilot Error, it is an insured risk and will usually be covered by the underwriters.
• No other pilot will be put at risk by your error.

If you do not report an overspeed:

• Repairs will not be covered by insurance and the owner will have to bear the costs, making them unlikely to hire out helicopters in the future;
• An un-airworthy helicopter could remain in operation which could suffer a catastrophic failure at any time causing injury or even a DEATH for which you would be responsible.

It is therefore vital that any incident is reported. We always try to address such matters positively and retrain pilots when errors occur and are admitted. That makes for better pilots. You won’t be popular but providing you engage with us in rectifying the problems it need not affect your flying in the future.

Transponder Codes

Transponder modes

Several different RF communication protocols have been standardized for aviation transponders:

§  Mode 1 – provides 2-digit 5-bit mission code. (military only – cockpit selectable)

§  Mode 2 – provides 4-digit octal unit code. (military only – set on ground for fighters, can be changed in flight by transport aircraft)

§  Mode 3/A – provides a 4-digit octal identification code for the aircraft, assigned by the air traffic controller. (military and civilian)

§  Mode 4 – provides a 3-pulse reply to crypto coded challenge. (military only)

§  Mode 5 – provides a cryptographically secured version of Mode S and ADS-B GPS position. (military only)

§  Mode C – provides 4-digit octal code for aircraft's pressure altitude. (military and civilian)

§  Mode S – provides multiple information formats to a selective interrogation. Each aircraft is assigned a fixed 24-bit address. (military and civilian)

Mode A and Mode C

When the transponder receives a radar signal it sends back a transponder code (or "squawk code"). This is referred to as "Mode 3A" or more commonly "Mode A". A transponder code can be paired with pressure altitude information, which is called "Mode C".

Mode 3A and C are used to help air traffic controllers to identify the aircraft and to maintain separation.

Mode S

See also: Air traffic control radar beacon system#Mode S

Another mode called Mode S (Selective) is designed to help avoiding overinterrogation of the transponder (having many radars in busy areas) and to allow automatic collision avoidance. Mode S transponders are compatible with Modes A & C. This is the type of transponder that makes the ACAS II (Airborne Collision Avoidance System) and the ADS-B (Automatic dependent surveillance-broadcast) systems function.

Mode S is mandatory in controlled airspace in many countries. Some countries require that all aircraft be equipped with Mode S, even in uncontrolled airspace. However in the field of general aviation, there have been objections to these moves, because of the cost, size, limited benefit to the users in uncontrolled airspace, and, in the case of balloons and gliders, the power requirements for these aircraft that have limited electrical power.

Mode S features

Mode S transponders broadcast information about the aircraft to the Secondary Surveillance Radar (SSR) system, TCAS receivers on board aircraft and to theADS-B SSR system. This information includes the call sign of the aircraft and/or the transponder's permanent ICAO 24-bit address in the form of a hex code.

ICAO 24-bit address

All modern aircraft are assigned a unique ICAO 24-bit address or (informally) Mode-S "hex code" upon national registration and this address becomes a part of the aircraft's Certificate of Registration. Normally, the address is never changed, however, the transponders are reprogrammable and, occasionally, are moved from one aircraft to another (presumably for operational or cost purposes), either by maintenance or by changing the appropriate entry in the aircraft's FMS system.

There are 16,777,214 unique ICAO 24-bit addresses (hex codes) available. The ICAO 24-bit address can be represented in three digital formats:hexadecimal, octal, and binary. These addresses can be decoded and converted amongst each other online using tools such as those at Airframes.org andKloth.net to obtain the aircraft's tail number. Whichever format is used, the same information is carried through the signal.

Example of an ICAO 24-bit address:

§  Hexadecimal: AC82EC

§  Decimal: 11305708 (Note: rarely used format)

§  Octal: 53101354

§  Binary: 101011001000001011101100 (Note: occasionally, spaces are added for visual clarity, thus 10101100 10000010 11101100)

(These all correlate to the same aircraft registration, N905NA.)

Other features

Mode S TIS Secondary surveillance radar (SSR), or Traffic Information Service, allows a radar installation to send information about nearby traffic back to aircraft, which then displays it on the moving map. Mode S TIS is only available when the aircraft is within radar range of a radar installation that supports it. A Mode S TIS installation combines a Mode S transponder that sends TIS data to a display device – usually a GPS device or Multi Function Display (MFD). Examples of such pairings are a Garmin GTX330D transponder and a GNS530 GPS, and the Garmin G1000 avionics suite.

Mode S capable transponders are also a building block for next generation air traffic control systems, as they can be used to transmit location information forADS-B and potentially other air traffic control communications. Currently the FAA is deactivating several Mode S TIS equipped stations.

Issues with Mode S transponders

One major issue with Mode S transponders is that pilots have frequently been entering the wrong "flight identity" (i.e. call sign) into their Mode S transponders. In this case, the capabilities of ACAS II and Mode S SSR can be degraded

Operation

A pilot may be requested to squawk a given code by the air traffic controller via the radio, using a phrase such as "Cessna 123AB, squawk 0363". The pilot then selects the 0363 code on their transponder and the track on the radar screen of the air traffic controller will become correctly associated with their identity.

Because primary radar generally gives bearing and range position information, but lacks altitude information, mode C and mode S transponders also report pressure altitude. Around busy airspace there is often a regulatory requirement that all aircraft be equipped with an altitude-reporting mode C or mode S transponders. In the United States, this is known as a Mode C veil. Mode S transponders are compatible with transmitting the mode C signal, and have the capability to report in 25 foot increments. Without the pressure altitude reporting, the air traffic controller has no display of accurate altitude information, and must rely on the altitude reported by the pilot via radio. This limitation has resulted in at least one accident. On 31 August 1986, a Piper Archer with a pilot and two passengers had inadvertently penetrated the 6,000-foot floor of controlled airspace without a clearance and collided with Aeromexico Flight 498, a DC-9 with 58 passengers and 6 crew at an altitude of 6,650 feet. The Archer had only a mode A squawk reporting capability and the air traffic controller assumed it was below the controlled airspace.

 

Ident

All mode A, C, and S transponders include an "ident" button, which activates a special "thirteenth" bit on the mode A reply known as Ident, short for Identify. When radar equipment receives the Ident bit, it results in the aircraft's blip "blossoming" on the radar scope. This is often used by the controller to locate the aircraft amongst others by requesting the ident function from the pilot (i.e. "Cessna 123AB, squawk 0363 and ident").

Ident can also be used in case of a reported or suspected radio failure to determine if the failure is only one way and whether the pilot can still transmit or receive but not both (i.e. "Cessna 123AB, if you read, squawk ident").

Transponder codes

Transponder codes are four digit numbers transmitted by the transponder in an aircraft in response to a secondary surveillance radar interrogation signal to assist air traffic controllers in traffic separation. A discrete transponder code (often called a squawk code) is assigned by air traffic controllers to uniquely identify an aircraft. This allows easy identity of the aircraft on radar.

Squawk codes are four-digit octal numbers; the dials on a transponder read from zero to seven inclusive. Thus the lowest possible squawk is 0000 and the highest is 7777. There are 4096 combinations of these four digit codes, which is why they are often called "4096 code transponders." Because these squawks are sensitive, care must be taken not to squawk any emergency code during a code change. For example, when changing from 1200 to 6501 (an assigned ATC squawk), one might turn the second wheel to a 5 (thus 1500), and then rotate the first wheel backwards in the sequence 1-0-7-6 to get to 6. This would momentarily have the transponder squawking a hijack code (7500), which might lead to more attention than one desires. Pilots are instructed not to place the transponder in "standby mode" while changing the codes as it causes the loss of target information on the ATC radar screen, but instead to carefully change codes to avoid inadvertently selecting an emergency code. Additionally, modern digital transponders are operated by buttons to avoid this problem

There are other codes known as 'conspicuity codes' which are not necessarily unique to a particular aircraft, but may have their own meaning and are used to convey information about the aircraft to ATC, possibly when the aircraft is not in radio contact.

The use of the word "squawk" comes from the system's origin in the World War II Identification Friend or Foe (IFF) system, which was code-named "Parrot".  Parrot today generally refers to IFF only. The parrot check is generally done as part of the last-chance inspection at the runway, or after becoming airborne. Parrot sweet, and parrot sour are given, and the aircraft will have to abort in a real-world mission when sour, or face being attacked by friendly forces. Modern use of the word Parrot refers to a test transponder located at a fixed location off the radar facility. The parrot verifies range and direction accuracy of the radar facility.

 

Routine codes

§  0000:

§  military intercept code (in the US)

§  mode C or other SSR failure (in the UK).

§  shall not be used – is a non-discrete mode A code (Europe) 

§  0001: Military code for high speed uncontrolled (non-ATC directed) flight (US)

§  0033: Parachute dropping in progress (UK)

§  1000:

§  Instrument Flight Rules (IFR) flight below 18,000' when no other code has been assigned (Canada)

§  non-discrete mode A code reserved for future use in Mode S radar environment where the aircraft identification will be used to correlate the flight plan instead of the mode A code 

§  1200: Visual flight rules (VFR) flight, this is the standard squawk code used in Australian and North American airspace when no other has been assigned.

§  1400: VFR flight above 12,500'ASL when no other code has been assigned (Canada) 

§  2000: The code to be squawked when entering a secondary surveillance radar (SSR) area from a non-SSR area (used as Uncontrolled IFR flight squawk code in ICAO countries and in Canada for uncontrolled IFR at or above 18,000')

§  4000: Aircraft on a VFR Military Training Route or requiring frequent or rapid changes in altitude (US) 

§  4400 to 4477: Reserved for use by SR-71, YF-12, U-2 and B-57, pressure suit flights, and aircraft operations above FL600 (USA only). 

§  7000:

§  VFR standard squawk code when no other code has been assigned (ICAO) 

§  UK: this code does not imply VFR; 7000 is used as a general conspicuity squawk.)

§  7001:

§  Sudden military climb out from low-level operations (UK)

§  Used in some countries to identify VFR traffic (France, ...)

§  7004: Aerobatic and display code in some countries.

§  7010: VFR circuit traffic code in the UK

§  707X: Paradrop activities in France (7070, 7071, 7072...)

§  7777:

§  military interception (US) ("Under no circumstances should a pilot of a civil aircraft operate the transponder on Code 7777. This code is reserved for military interceptor operations.")

§  non-discrete code used by fixed test transponders (RABMs) to check correctness of radar stations (BITE). (US, Germany, Netherlands, Belgium, ...)

In Belgium following codes are assigned for VFR traffic under Flight Information Services (BXL FIC)

§  series from 0041 till 0057

In Germany the following codes have been used:

§  0021: VFR squawk code for German airspace (5000 feet and below)

§  0022: VFR squawk code for German airspace (above 5000 feet)

As from 15 March 2007 these have been replaced by the international 7000 code for VFR traffic.

 

Emergency codes

§  7700: General Emergency

§  7600: Lost Communications

§  7500: Unlawful Interference (Hijack)

 

Codes assigned by ATC

Most codes above can be selected by aircraft if and when the situation requires or allows it, without permission from ATC. Other codes are generally assigned by ATC units. For IFR flights, the squawk code is typically assigned as part of the departure clearance and stays the same throughout the flight. VFR flights, when in uncontrolled airspace, will "squawk VFR" (1200 in the US, 7000 in Europe). Upon contact with an ATC unit, they will be told to squawk a certain unique code. When changing frequency, for instance because the VFR flight leaves controlled airspace or changes to another ATC unit, the VFR flight will be told to "squawk VFR" again.

In order to avoid confusion over assigned squawk codes, ATC units will typically be allocated blocks of squawk codes, not overlapping with the blocks of nearby ATC units, to assign at their discretion.

Not all ATC units will use radar to identify aircraft, but they assign squawk codes nevertheless. As an example, London Information – the Flight Information Service station that covers the lower half of the UK – does not have access to radar images, but does assign squawk code 0027 to all aircraft that receive an FIS from them. This tells other radar equipped ATC units that that specific aircraft is listening on the London Information radio frequency, in case they need to get hold of that aircraft.