ATC SCRIPTS
Below are scripts for talking to ATC at controlled airports and for talking on CTAF at non-controlled
airports. I explain the procedures in the first set, and then offer just the scripts themselves at the end
for easier reference when flying.
Non-Controlled Fields
At non-controlled fields, all Class E fields and private airstrips, you talk to other pilots rather than to a
controller. The idea is to let other pilots in the area know where you are and what you’re doing. You do
this by talking on the CTAF (Common Traffic Advisory Frequency), which is always listed on the sectional
for each airport.
The standard practice is to call when you are a certain distance out and then call your place in the
pattern on DOWNWIND, BASE, and FINAL. You can also let people know when you are clear of the
runway.
How far out you call largely depends on how fast your plane is. Standard practice is to call 10 miles out
to let people know you are inbound to land. If you are in a slower airplane, like a Cub or an ultralight, it
makes sense to wait until you are about 5 miles out. Doesn’t make a lot of sense to call your position
and then not talk again for 10 minutes or more.
There’s no real need to announce that you are taxiing, unless you see other traffic on the ground at your
airport and you want them to know what you’re doing.
Here’s the typical format for talking on the CTAF at non-controlled airports, in this case, Mesa Del Rey
(KKIC):
The basic formula is to announce:
What airport you’re at (approaching): Mesa traffic…
Who you are (type of aircraft and registration number): …Van’s 527TS…
Where you are: …10 miles to the NW at 4000…
What you want to do: …inbound to land…
What airport you’re at (you always say this last): …Mesa traffic.
This is the basic formula at any point in your talk to other pilots or controllers. Here’s how you complete
the process of talking while coming in to land. The standard pattern at most airports is a left hand
pattern. Departure from this is also marked on the sectional. You want to approach the airport so as to
be able to enter a left downwind at a 45 degree angle or by flying across the middle of the airport.
Mesa traffic, 527TS entering left downwind for runway 29, Mesa.
You might say instead, …crossing mid-field for left downwind…. You might also add whether you are
going to stop (…runway 29, full stop, Mesa) or do a touch and go (…runway 29, touch and go, Mesa).
Once you are ready to turn base, you say:
Mesa traffic, 7TS turning left base, runway 29, Mesa.
Notice that I abbreviated my call sign. You can do that after your initial contact. Then:
Mesa traffic, 7TS, turning final, runway 29, Mesa.
You always want to make your call as you prepare to turn on to the next leg, not after.
As I said, you can call again to announce you are clear of the runway if there is other traffic around.
The call you would make when you are taking off from the airport follows the same pattern, such as:
Mesa traffic, Van’s 527TS, taking off runway 29, departure to the NW, Mesa.
That’s it! Very simple. The main thing, ALWAYS, when communicating in the air is to be clear and make
sure people understand you. Try not to take up to much radio time, but if you forget the formal pattern,
just be clear and tell people who you’re talking to, who you are, where you are, and what you want to
do. That’s the MAIN THING!
Controlled Airports
When at controlled airports, all Class D, Class C, and Class B airports, the basic communication for VFR
pilots will involve talking to Ground Control and the Tower. IFR pilots talk to departure and clearance
and approach control, but VFR pilots mostly talk to Ground and Tower and that’s what we’ll focus on for
this session.
In many ways, VFR comms with ATC is actually simpler than talking on the CTAF. The pattern is basically
the same, but since the controller is, well, controlling the airspace, pilots don’t have to worry about
making sure other aircraft in the area know where you are and what you’re doing at all times.
We’ll start on the ground at Monterey (KMRY), which is a Class C airport. You always start by just
getting the controller’s attention, whether on the ground or in the air. You do this by saying who
you’re talking to and who you are: Monterey Ground, Van’s 527TS.
The controller will respond with your call sign: Van’s 527TS
Then you follow the basic pattern, as before:
Who you’re talking to: Monterey Ground…
Who you are: …Van’s 527TS…
Where you are: …At the southwest parking area…
What you want to do: …ready to taxi for takeoff, departure to the South…
The one difference here is that you don’t repeat who you’re talking to. Instead, you tell the controller
that you’ve listened to ATIS and have the latest weather briefing, which changes regularly, and which is
identified by a letter from the phonetic alphabet:
ATIS briefing ID): …with Mike.
You will be given a clearance to taxi that will sound something like this:
Van’s 527TS, taxi to 28 Left Lima intersection via Golf, Bravo, and
Lima…
Sometimes the controller will announce other information, like the altimeter setting for instance. It is
common practice to repeat the essential bits of the instructions, in this case:
Taxi to 28 Left via Golf, Bravo and Lima, 527TS.
This lets the controller know you heard correctly and will do the right thing.
You now do what you were told to do. If you don’t understand some part of the instruction, ask the
controller to repeat.
Once you are at the threshold and have done your runup and final flight check, you change frequency to
the TOWER and announce that you are ready:
Monterey Tower, 527TS at 28 Left, ready for departure.
See, this is still WHO YOU’RE TALKING TO, WHO YOU ARE, WHERE YOU ARE, and WHAT YOU WANT TO
DO.
527TS, cleared for takeoff runway 28 Left, departure to the South.
Cleared for takeoff, 527TS.
That’s it. You taxi onto the runway and take off. No more communication is necessary unless the
controller advises you to change frequencies for transition of nearby airspace.
APPROACH
Just as when you are approaching a non-controlled airport, you announce your position 5-10 miles away
from the airport (or further if you are approaching a Class B airport, in which case you contact the local
Approach Control 20 miles out). You must contact the TOWER BEFORE entering the airspace.
Monterey Tower, Van’s 527TS, 8 miles out to the Southeast, inbound
to land.
If you want to practice a touch and go, you need to announce that when you report your position. You
would say, “inbound for touch and go” rather than “inbound to land.”
The TOWER will give you instructions for approaching the airport to land. This can pretty much be
anything, since the controller will fit you into the traffic in the area, but it will usually involve routing you
to the runway in use by the most direct route.
Van’s 527TS, report left downwind for runway 28 Left.
Again, repeat the essentials:
Report left downwind for 28 Left, 527TS.
If you aren’t told to report, you just do what you were told to do, such as enter right base for runway XX.
The controller will contact you again with any further instructions, and certainly to clear you to land.
Van’s 527TS, cleared to land runway 28 Left.
You repeat:
Cleared to land, 28 Left, 527TS.
Then, you land. Once you have landed, the controller will instruct you to exit the runway at some point
that is convenient, and then either instruct you to remain on the frequency, or switch to ground. They
will usually ask for your intention (taxi to parking? Taxi to fuel? etc.):
Van’s 527TS, exit runway at Kilo, taxi to parking via Bravo and Golf,
monitor Ground.
Taxi to parking via Bravo and Golf, monitor ground, 527TS.
That’s it. Simple, isn’t it. The only other formality I want to mention is that when talking with ATC, you
should use your whole ID unless the controller abbreviate it. Then you are free to abbreviate in further
contact.
Non-Controlled Fields
What airport you’re at (approaching): Mesa traffic…
Who you are (type of aircraft and registration number): …Van’s 527TS…
Where you are: …10 miles to the NW at 4000…
What you want to do: …inbound to land…
What airport you’re at (you always say this last): …Mesa traffic.
Mesa traffic, 527TS entering left downwind for runway 29, Mesa.
Mesa traffic, 7TS turning left base, runway 29, Mesa.
Mesa traffic, 7TS, turning final, runway 29, Mesa.
Mesa traffic, Van’s 527TS, taking off runway 29, departure to the NW, Mesa.
Controlled Airports
Takeoff (GROUND):
Monterey Ground, Van’s 527TS.
Van’s 527TS
Who you’re talking to: Monterey Ground…
Who you are: …Van’s 527TS…
Where you are: …At the southwest parking area…
What you want to do: …ready to taxi for takeoff, departure to the South…
ATIS briefing ID): …with Mike.
Van’s 527TS, taxi to 28 Left Lima intersection via Golf, Bravo, and
Lima…
Taxi to 28 Left via Golf, Bravo and Lima, 527TS.
Takeoff (TOWER):
Monterey Tower, 527TS at 28 Left, ready for departure.
527TS, cleared for takeoff runway 28 Left, departure to the South.
Cleared for takeoff, 527TS.
APPROACH (TOWER):
Monterey Tower, Van’s 527TS, 8 miles out to the Southeast, inbound
to land.
Van’s 527TS, report left downwind for runway 28 Left.
Report left downwind for 28 Left, 527TS.
Van’s 527TS, cleared to land runway 28 Left.
Cleared to land, 28 Left, 527TS.
Van’s 527TS, exit runway at Kilo, taxi to parking via Bravo and Golf,
monitor Ground.
Taxi to parking via Bravo and Golf, monitor ground, 527TS.
