![]() ![]() On the other hand, that airport’s TRACON will be responsible for pieces of airspace that cover all of the Class B and beyond, but only up to a particular altitude. However, here, I’m talking about a particular volume of air that might, or might not, completely or partially correspond with those Classes of airspace.įor example, a busy airport might have multiple pieces of airspace that all exist within its Class C. When I say “airspace,” you might be thinking Class A, B, C, D, etc. Okay, now that we’ve gone over broad frequency use, let’s talk about how those frequencies might be assigned. Then, if workload increases and the positions are split between two controllers instead of one, you will want to be on the correct frequency or you might get told to switch.Īll that said, occasionally the functions are combined as noted on the ATIS: “Ground Control and Clearance Delivery are combined on 121.9.” Call the function you want, but on that one frequency. If one controller is working them both, you might well be told to call on the other frequency. Ground frequency is for movement Clearance is for your IFR or VFR Flight following clearances. That doesn’t mean you should call on Ground frequency for your clearance or flight following use the correct frequency. Roll with it.įor example, you’ve probably been to an airport where the Ground controller is also working the Clearance Delivery frequency. One question you might be asking by now is, “Are there any places where there are two or more frequencies permanently combined? Who do I call in those cases?” We’ll cover that just below, but the best thing to do is call who you intend to call, and if ATC wants you on a different frequency, they’ll tell you. Being able to hear what is going on helps pilots anticipate when they will have a turn to talk. ![]() As you might suspect based only on your own observations, having everyone on the same frequency makes things much easier for both the controller and the pilots. Perhaps you have heard “change to my frequency” before? This can happen when a controller has just combined up positions and is trying to keep everyone on one frequency instead of two or three. Don’t worry, as long as you have already established contact with us, we will not forget you. One sector of airspace is often broken into pieces when the traffic volume justifies it. Meaning, entire sectors and frequencies can be split off at the push of a button. ATC generally has the ability to combine and decombine positions on a workload-permitting basis. Having an F-35 depart and need to climb will go before a Cessna on Flight Following mainly due to the distance traveled. ![]() The faster they are going, the more likely it is that I need to get to them first before they enter another controller’s airspace without coordination. One way we adapt to prioritizing is by the airplane’s speed. It’s not the easiest thing to do with people talking on both, but we adapt and prioritize. ATC is often tasked to use multiple frequencies at once. Since you hear both sides of each conversation, it’s far easier to know when you can chime in if needed.Īnother day, same drill, but the controller is talking to another airplane on another frequency, so you might hear “say again” more than once. One day you might be talking to a controller on the only frequency the controller is working at the moment. Wanna know why? Radio Check?Īir traffic control sectors (airspace segments) and the frequencies assigned to them do not change on a daily basis, but the way they are configured due to traffic does. Later you are left wondering why radio protocol is changing on a daily basis, and how you can anticipate it next time to avoid any confusion. How about that time you were talking to a particular facility and the next day at exactly the same location were on a different frequency to talk to that facility? Obviously in the moment, we follow instructions and aviate first. But you never heard the other aircraft respond, so how can you tell when to start talking? The controller is talking to someone completely different.Įventually, the controller is done talking to the other aircraft that you can’t hear, a few seconds pass, and then the controller calls you. Yet as soon as you unkey the controller is already talking back, but not to you. You key up after diligently waiting a few seconds and then speak. The controller is already talking to another aircraft, but you don’t hear that aircraft. You’re flying along and want to talk to the controller. ![]()
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