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Ed Cesnalis

Clearance Delivery

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Footnote 2.

 

3. Arrival or Through Flight Entry Requirements. Two-way radio communication must be established with the ATC facility providing ATC services prior to entry and thereafter maintain those communications while in the Class D airspace. Pilots of arriving aircraft should contact the control tower on the publicized frequency and give their position, altitude, destination, and any request(s). Radio contact should be initiated far enough from the Class D airspace boundary to preclude entering the Class D airspace before two-way radio communications are established.

 

NOTE-

1. If the controller responds to a radio call with, “[aircraft callsign] standby,” radio communications have been established and the pilot can enter the Class D airspace.

 

2. If workload or traffic conditions prevent immediate entry into Class D airspace, the controller will inform the pilot to remain outside the Class D airspace until conditions permit entry.

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Again, back to the need for a clearance.

 

As said, in Charlie or Delta all you need is to have established communication. In neither case do they normally respond with anything approaching, "Sky Arrow 467SA you are cleared...". Usually they will just give some sort of instructions. You've met your obligation by calling and being responded to.

 

Now there IS an FAR that you must comply with ATC instructions*. So, IF they tell you to remain clear of their airspace, you pretty much have to - barring an emergency, of course.

 

 

*for extra credit, anyone want to look that one up and quote it?

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Chris, in the scenario described, you must be in radio comms with FTY before entering their airspace. You are below the Class B shelf, so you will not need permission for the Class B airspace. However you do need to have a functioning Mode C transponder since you are flying inside the Mode C veil.

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Now there IS an FAR that you must comply with ATC instructions*. So, IF they tell you to remain clear of their airspace, you pretty much have to - barring an emergency, of course.

 

 

*for extra credit, anyone want to look that one up and quote it?

 

Clause ( b )

 

§91.123 Compliance with ATC clearances and instructions. (a) When an ATC clearance has been ob-tained, no pilot in command may deviate from that clearance unless an amended clearance is ob-tained, an emergency exists, or the deviation is in response to a traffic alert and collision avoidance system resolution advisory. However, except in Class A airspace, a pilot may cancel an IFR flight plan if the operation is being conducted in VFR weather conditions. When a pilot is uncertain of an ATC clearance, that pilot shall immediately re-quest clarification from ATC. ( b )Except in an emergency, no person may operate an aircraft contrary to an ATC instruction in an area in which air traffic control is exercised. ( c ) Each pilot in command who, in an emer-gency, or in response to a traffic alert and colli-sion avoidance system resolution advisory, devi-ates from an ATC clearance or instruction shall notify ATC of that deviation as soon as possible.

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That's it - thanks!

 

Where do I send the extra credit???

 

Save it. One day you, me, mocfly and morden need to arrange an east coast get together. You can buy the veggie burgers.

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The regs state that if the contoller simply says standby, as you stated, then you are not to enter. Maybe you hever got called on that. The controller has to ID you and that usually means stating he/she has radar contact and gives you a squawk code if they choose. sometimes they want IDENT to see you on a busy scope.

 

 

If they read back your tail number, but then tell you to standby, you are still clear to come in (Class C).. Not in B however, they have to read your tail and tell you you can come in.

 

 

 

As far as the original question..It's interesting to see the differences in the way it's handled. I was taught like this:

 

xxxxx clearance, flight design 359CT, at (current location on airport, fbo etc.), making an (direction or area.. might just say "east" if not going anywhere in particular) departure with (current atis ex. romeo)

-FD 359CT, xxxxx clearance, on departure, fly runway heading, at or below xxxx, departure freq xxx.x, squawk xxxx

Then I read all that back, then they tell me it was read back correct

 

xxxxx ground, flight design 359CT, at (current location), ready to taxi with clearance and (current aits)

-FD 359CT, xxxxd ground, runway xx, taxi via x and x

Read that back to them

 

xxxxx Tower, flight design 359CT, holding short of xx at xx (intersection), ready to go / takeoff etc.

-FD 359CT, springs tower, cleared for takeoff runway xx

 

-FD 359CT left (heading)

 

-FD 359CT contact departure

 

xxxxxx departure, flight design 359CT, xxxx (altitude)

-FD 359CT, resume own navigation and altitude

 

 

That would be a typical day for me for example....

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