Page d51
Radio Procedures for Concord
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Contents:
…CCR Radio; ...Ground
Lesson; ...Straight In Arrivals;
...Downwind Arrivals; ...Base
Arrivals; ..Flight Exercise;
...Zero Level of Assertiveness; ...First Level of Assertiveness; ...Level
Two Level of Assertiveness; ...CCR Call-up
Points (arrival); …Preferred Call-up;
…Outer Call-up Points; ...Initial
Call-up; ...The Less than 10-mile Circle;
...Radar service areas; …Radio
Preparation Lesson; ATIS; Airport
diagram based on abandoned airport; Initial
Instruction in CCR Radio Procedures
CCR Radio
Since much of your most accident prone flying occurs near
your home field you can improve your odds by knowing as much as
there is to know about the physical terrain. Get a local area
road map and use it to give position call-ups that will expand
ATC awareness and other pilot familiarity.
Airport physical data of length, width, and surface should be
expanded by noting such things as gradient (slope), taxiway distances,
types of lighting, and emergency services. Every takeoff and landing
should include the "what-if" assumptions to help you
know ahead of time what available options still exist in close
proximity to the field as well as further out. Create crisis scenarios
and get your options organized ahead of time where you are most
apt to need them. Simulate minimum distance landings on long runways
to index aircraft capabilities with your ability to utilize them.
The truth is not going to be what you think it is. Now add a fudge
factor to allow for shock of the real thing.
Ground
Lesson
Begin lesson by having an amplified version of the Guide to
California Airports diagram of CCR. Don't attempt to study the
following without such a map. The two mile arc of reporting points
should include (clockwise from the North): reservoir, abandoned
airport, BART yard, DVC water tanks, Pleasant Hill Golf Course,
Vine Hill and Avon Refinery
DIAGRAM
Any pilot flying out of Concord should have a working knowledge
of these points in relationship to the airport and to each other.
The beyond 5 mile arc should include as initial radio call up
points:_ 2 North Port Chicago, Pittsburg stacks, Clayton, Blackhawk,
Alamo, Walnut Creek Interchange, Acalanes H.S., Lafayette reservoir,
Briones Reservoir, Franklin Canyon G. C., Clayton, Vallejo Bridge,
Benicia, and north and south ends of the mothball fleet
There are many nice to know position points between these two
arcs. These points are used for traffic identification. They include,
the VOR, Willow Pass, Concord Weapons Station, Concord Hospital,
Kaiser Cement Plant (Cowell) Stack, Park and Shop, John Muir Hospital,
Montgomery Wards, Pleasant Hill BART, Taylor Blvd., Mausoleum,
Diablo Valley J. C., Alhambra Valley, V. A. Hospital, Benicia
Bridge, Vine Hill, Buffalo Hill,
Benicia, Benicia Bridge, mothball fleet, N, Vallejo, Pittsburg
Stacks, S, Port Chicago , Franklin Canyon, CCR VOR,
Franklin Canyon G. C., Clayton, Briones Reservoir, BART, Acalanes
H. S., Lafayette, Walnut Creek Interchange;
Alamo, Blackhawk, CCR Weapons Station, V.A. hospital, Concord
Hospital, Cowell Stack, Alhambra Valley,
Diablo Valley J.C., Park & Shop, Kaiser Quarry, Montgomery
Wards, Mausoleum, Pleasant Hill, Taylor Blvd,
John Muir Hospital, Abandoned Airport, Orwello Drive, Bus Depot,
242-680 Y,
Ideally, the trainee would have a diagram of these points and
their location to study prior to coming to the airport. A given
two mile point may serve as a reference to one, two or three runways.
Straight In Arrivals
(2-mile)
These arrivals must be requested and R/L specified.
Straight in two mile reporting points are:
---The Mallard reservoir for 19R/L
-- Abeam the BART yard for 32R/L
--Diablo Valley College Water tanks for 1R/L
--Avon Refinery for 14R/L
Downwind Arrivals
45 degree entries need not be called but some points serve to
improve the angle of entry.
The reservoir gives a good 45 for 32R.
The abandoned airport gives a 45 for 1R and 14L.
The Bart yard and 32 gives a good 45 for 19L.
The water tanks give a 45 for 14R.
There is no good identifiable point for a 45 to 19R so use your
heading indicator.
The V.A. Hospital gives a good 45 for 32L.
The brown tanks on the left side of the Martinez end of the Benicia
Bridge make a good 45 for 1L.
A 45 degree drafting triangle with two mile markings scaled to
the diagram will help show the relationship between the runways
and their checkpoints. Since 14 is seldom used don't study.
Base Arrivals
(2-Mile)
Abeam the reservoir is a left base for 14L
The abandoned airport is both a left base for 19L, a right base
for 32R and the 45 entry for 1R.
Abeam Park and Shop makes a right base for 1R.
The water tanks make a left base for 32L
Pleasant Hill G. C. is OK for right base to 14R.
Vine Hill is a good call for right base to 19R.
Flight
Exercise
First a note on CCR ATIS. The ATIS will always give LDA 19 in
use regardless of the runway used for takeoff or landings. This
is the only instrument arrival direction. Listen further to determine
the runway used for landings and takeoff. Due to noise abatement
restrictions different runways may be used for takeoff and landings.
Level 0 Assertiveness
(Passive)
Any Arrival: "Concord Tower Cessna 1234X 10 North with
alpha." This very passive method lets ATC make all decisions
for you.
Level 1 Assertiveness
(Suggestive)
1R Arrival: Concord Tower Cessna 1234X Shore Acres (or any
of the callup points) at 2300 with alpha will report right downwind.
19L Arrival: Concord Tower Cessna 1234X (any point listed above)
at 2400 with Alpha request left base will report two-mile base.
32R Arrival: Concord Tower Cessna 1234X (any point listed above)
at 2200 with Alpha request right base will report two-mile base.
CCR Call-up
Points (Arrival)
Certain arrivals may conflict with helicopter patterns. For this
or other reasons your level 1 assertiveness may not be accepted
by ATC. If the arrival they offer is not suitable for your operation
request a procedure that meets your requirements. All ATC can
say is, "No." The next three levels of assertiveness
are unlikely to improve your situation.
This lesson is designed for the more experienced pilot who is
unfamiliar with the checkpoints and arrivals at CCR. The instructor
should expose any student to as many different departures and
arrivals as possible. Here are some choices. Begin flight orientation
exercise by flying (with ATC approval) a two mile circle at 2100'
about the airport while pointing out the two mile checkpoints.
Advise the controller that you intend to make multiple departures
and arrivals for many different direction with a complete callup
each time. Depending on the wind and traffic, a touch-and-go,
low approach, or assigned altitude overfly can be made for each
entry.
Depart the 2 mile arc to the north, get the ATIS, complete a course
reversal 2 north of Port Chicago, call up position and altitude
with a request for a straight in and 2 mile report on final with
a straight out departure...
Depart straight out, for Walnut Creek, do a course reversal, get
ATIS, call up position and altitude with a request for straight
in to 1R a 2 mile final report and a right crosswind departure.
Fly to Pittsburg, get the ATIS, do a course reversal, call up
position with a request for either left base for 19L or a statement
of planning downwind entry for 32R departing on course Benicia.
At Benicia, get the ATIS, call up position and entry to left downwind
for 1L or 32L with a downwind departure. On departure head for
Briones Reservoir.
At Birones, get the ATIS, call up position and request a left
base for 32R/L or a stated right downwind for 19R with departure
on course Clayton.
Over Clayton, get the ATIS, call up position and altitude with
any entry using the abandoned airport. This may be a base for
32R or 19L, a downwind for 1R or 14L. If a base entry is asked
for, request the non-standard runway of 32L or 19R with departure
on course Walnut Creek.
From Walnut Creek, request either direct entry to downwind for
19R/L or a straight in to 1R/L or 32R/L with a sidestep to a parallel
runway on mile final. Full stop.
Select arrival altitudes that vary from the even thousands and
five hundreds as another traffic avoidance device.
Good operational procedures suggest:
1. Get the ATIS. If unable ATIS say so.
2. Use the correct frequency
3. Practice for smoothness, accuracy, and completeness.
4. Check for frequency congestion.
5. You do not say runway or request a downwind entry
Arriving to CCR from the North:
Since this is the instrument arrival direction it is best avoided
but especially any time visibilities are less than four miles.
Get ATIS. Use Travis Approach on 126.6 and then 119.9 until over
practice area beyond Montezuma Slough. Check ATIS. Call tower
and report at least 1 north of Port Chicago loading docks. The
VOR is at the line of the 3 mile Class D surface area footprint.
CCR VOR-3.1 NM
Direct downwind 1L
Straight in 19R/L
45deg; 32R
Preferred
radio call up:
The preferred radio call up is: (Level 1 assertiveness)
Concord Tower Cessna 6185K two north Port Chicago loading docks
at two thousand two hundred with Alpha...
--For 32R ...will report right downwind 32R
--For 19L/R ...request straight in 19L/R will report two-mile
final. (reservoir)
--For lR/L ....request direct entry to L/R downwind will report
entering downwind.
Arriving to CCR from the North East
This is the most heavily traveled direction to and from CCR. Keep
an active traffic watch and avoid flying at even 1000's or 500's.
Get ATIS. Use Travis approach on 119.9 until near Collinsville.
Check ATIS. ATIS gives landings as runways 1, 19, or 32. Entry
can be made with callup from Honker Bay in arc to Clayton.
Initial Callup points: Concord Tower Cessna 1234 Honker Bay, Collinsville,
Pittsburg, Pittsburg Stacks, Shore Acres, Bay Point, Old Antioch
Airport, Baker Road, Kirker Pass, Concord, Pavilion, Clayton,
Cowell Stack
Concord Tower Cessna 6185K Pittsburg power plant at two thousand
three hundred with Alpha ...
--For 32R ...request right base entry for 32R will report two
mile base. (abandoned airport)
...will report right downwind (via reservoir)
--For 19L ... request left base entry for 19L will report two
mile base. (abandoned airport)
...Request straight in 19L will report two mile final. (reservoir)
--For lR ... will report right down wind (via abandoned airport)
--For 14L ... request left base 14L will report two mile left
base. (Ammo Depot golf course)
Arriving to CCR from the East:
Concord Tower Cessna 6185K Clayton at two thousand four hundred
with Alpha ...
--For 32R ... request right base entry for 32R will report two
mile base. (abandoned airport) ...request straight in 32R will
report two mile final. (abeam BART yard)
--For 19L ... request left base 19L will report two mile base.
(abandoned airport)
--For 1R ... Request right base 1R will report two mile base.
Park & Shop)
--For 14L ... Will report left downwind 14L ... Request 14L will
report left downwind.
Arriving to CCR from the Southeast:
The preferred radio call up is:
Concord Tower Cessna 6185K Blackhawk at two thousand seven hundred
with Alpha...
For 32R/L ... request straight in 32R/L will report two mile final.
(abeam Bart yard)
--For 19L ... will report left downwind 19L.
--For 1R/L ...request straight-in 1R/L will report two-mile final.
(water tanks)
Straight in 32R/L
L45deg; for downwind 19L
Straight-in
1R/L To Blackhawk 10 NM
Arriving to CCR from the South
The preferred radio call up is: (After being released by Bay
Approach)
Concord Tower Cessna 6185K St. Marys at two thousand one hundred
with Alpha...
--For 32R/L... request straight in 32R/L will report two mile
final. (Abeam Bart yard)
--For 19R/L... request direct entry to downwind 19R/L will report
1 mile before departure end of 19. (This is most hazardous entry)
Better to make 45 entry L/R by flying wide of airport.
For 1L/R... request straight in 1L/R will report two mile final.
(Water tanks)
Direct entry
to 19R downwind Direct entry
to 19L downwind
Straight-in
Straight-in 32L/R
19R/L
Arriving to CCR from the West:
Concord Tower Cessna 6185K Vallejo Bridge at one thousand
seven hundred with Alpha...
--For 32L ...will report left downwind.
--For 19R ...request right base will report 2 mile base. (Crossing
Freeway at Vine Hill)
--For 1L ...request left base will report 2 mile base. (Abeam
water tanks)
...will report left downwind
--For 32L...will report left downwind
Outer Call-up
Points
The outer ring of visual checkpoints can be used by aircraft
of 150 kts or higher. From these checkpoints slight changes in
direction can put you into the most economic arrival. No punctuation
is shown or used. Only the most commonly used runway 19, 32 and
1 are covered. Note that altitudes within 3000' AGL avoid even
500s and 1000s. Pilot assertiveness should be reduced when controller
is busy. Your greatest ambition should be to live long enough
to be called an old pilot.
When you give ATC a relatively high altitude on your initial call-up
they can make planning adjustments to your ETA due to increased
airspeed during descent. Some changes in arrival cannot be allowed
due to local helicopter patterns along runways.
Initial Call-up
Always the same in every call-up
Concord tower
Aircraft #
Always Changing in every call-up
Location
Altitude
ATIS
Level of assertiveness
Clockwise from the north 10 to 15 miles out:
Draw in the different arrivals with different colors and practice
how you would advise ATC of your position at any location.
#1 "Concord tower Aircraft 34567 (Travis or Rio Vista)
at 2800 with Alpha...
Travis or Rio Vista Straight-in 19R/L
Report two-mile-final at reservoir.L/R
Direct downwind entries are in conflict with departing traffic.
Caution!
45 deg; via abandoned airport report turning right downwind
...will report right downwind" (32R)
...request straight-in for 19 L/R will report two-mile final"
...request direct entry to 1 right/left will report downwind"
#2 "Concord tower Aircraft 34567 (Montezuma, Collinsville,
Antioch Bridge or Antioch power plant) at 3800 descending with
Alpha ...
Montezuma, Collinsville, Antioch Bridge, Antioch power plant
Straight-in 19R/L
Report two-mile-final at reservoir.
via abandoned airport
Downwind 1R; Report turning downwind
Two-mile right (32) base at abandoned airport
...will report right downwind" (1R)
...request straight-in 19 L/R will report two-mile final"
...request right base 32R will report two-mile base"
#3 "Concord tower Aircraft 34567 Old antioch Airport
at 3200 with Alpha...
Old Antioch Airport
Left base Old Antioch Apt .19L
Two small lakes
Downwind entry 1R
Abandoned airport
two-mile right base 32R
two-mile left base 19L
Abeam BART Yard entry for two-mile-final 32R/L
...will report right downwind " (1R)
...will report left downwind" (19L)
...request right base 1R will report two-mile base"
...request left base 19L will report two-mile base"
...request right base 32R will report two-mile base"
...request straight-in 32R will report two-mile final"
#4 "Concord tower Aircraft 34567 three (north, northeast,
south,
southeast, southwest) Mt. Diabo at 4800 with Alpha...
Direction from Mt. Diablo
If you can give specific checkpoint it is more meaningful to other
pilots and ATC.
Downwind entry 19L
Straight in 1R/L Straight-in 32R/L
Report water tanks Base 1R Report abeam BART Yard report Park
& Shop
...will report left downwind" (19L)
...request straight-in 32R will report two-mile final"
...request straight-in 1R will report two-mile final"
...request right base 1R will report two-mile base"
#5 "Concord tower aircraft 34567 Blackhawk, San Ramon,
Danville) at 3200 with alpha...
Blackhawk, San Ramon, Danville
Straight-in 32R/L. Report abeam BART Yard
Straight in 1R/L, two-mile-final at water tanks
45° entry for report 19L
...will report left downwind" (19L)
...request straight in 32 L/R will report two-mile final"
...request straight-in 1R/L will report two-mile final"
#6 "Concord tower Aircraft 34567 San Leandro Reservoir
(St. Mary's) at 3400 with Alpha...
San Leandro Reservoir, St Mary's College
Report left downwind (19)
Report 2 mile at water tanks (1)
Report BART yard (32)
Straight-in
Straight-in 1R/L 32R/L
45° downwind entry 19L
...will report L/R downwind" (19)
...request straight-in 32R/L or (1R/L) will report two-mile final".
...request direct entry to 19R/L downwind will report downwind".
#7 "Concord tower Aircraft 34567 Golden Gate Fields
(San Pablo Reservoir) at 2800 with Alpha...
Golden Gate Fields, San Pablo Reservoir
45° entry to downwind 32L via V.A. Hospital
45° entry to downwind 19R via Alhambra Valley
Left base entry to 32L/R two-mile-base report abeam water tanks.
...will report left downwind" (32L)
...will report right downwind" (19R)
...request left base (32L/R) will report two mile base"
#8 "Concord tower Aircraft 34567 Hilltop Mall at 3200
with Alpha...
Hilltop Mall, Chevron Refinery
Right base 19R report two-mile-base crossing freeway at Vine Hill
45° entry 1L via freeway
45° entry 32L via V.A. Hospital
Left base 1L/R report two-mile base before abeam DVC.
...will report left downwind" (32L or 1L)
...will report right downwind 19R"
...request left base (1L) will report two-mile base"
...request right base (19R) will report two-mile base"
#9 "Concord tower Aircraft 34567 Mare island (Vallejo
Bridge) at 2700 with Alpha...
Mare Island, Vallejo Bridge, Franklin Canyon G. C., Hercules
Right base 19R report two-mile-base crossing freeway at Vine Hill
45° entry 1L via 680 freeway
45° entry 32L via V.A. Hospital
Left base 1L/R report two-mile base before abeam DVC.
...will report left downwind" (1L or 32L)
...request right base will report two-mile base" (19R)
...request left base will report two-mile base" (1L)
#10 "Concord tower Aircraft 34567 East Vallejo (Napa
Airport)
at 2300 with Alpha...
East Vallejo, Napa Airport
Right base 19R report two-mile-base crossing freeway at Vine Hill
45deg; entry 1L via 680 freeway
45deg; entry 32L via V.A. Hospital
Left base 1L/R report two-mile base before abeam DVC water tanks.
...will report left downwind" (32L or 1L)
...request right base will report two-mile base" (19R)
...request left base will report two-mile base (1L)
#11 "Concord tower Aircraft 34567 Cordelia (Garibaldi
Airport, Fairfield)
at 2300 with Alpha...
Cordelia, Garibaldi Airport, Fairfield
Straight-in 19L/R report two-mile-final at reservoir
45^ downwind to 1L via 680 freeway
45deg; entry to downwind 32R parallel 19.
45deg; downwind to 32L via V.A. Hospital
...will report left downwind" (1L or 32L)
...will report right downwind (32R)
...Request straight-in 19L/R will report two-mile final"
The less
than 10-mile circle
The visual checkpoints closer to the airport are for more usual
call-up and supplement other aircraft situational awareness. There
are three arrows on this circle which show straight-in direction
for the three primary runways. To make the runway selection provided
by the more distant visual checkpoints more drastic heading changes
will be required.
Clockwise from the north:
Warning: Since this route is used by IFR arrivals it is best avoided
at any time, but especially when MVFR to IFR conditions exist.
#12 "Concord tower Aircraft 34567 north shoreline
Suisun Bay
at 2200 with Alpha...
North shoreline Suisun Bay
32R 45deg; entry via reservoir
1L 45deg; via 680 freeway
1R 45deg; entry via abandoned airport
...will report right downwind" (32R)
...request straight-in 19 (R/L) will report two-mile final"
...will report (R/L) downwind" (1R/L)
#13 "Concord tower Aircraft 34567 Honker Bay (Shore
Acres or Bay Point
(formerly West Pittsburgh)) with Alpha...
Honker Bay, Shore Acres, Bay Point
19 R/L straight-in via reservoir
R 45deg; entry to 32 via reservoir
R 45deg; entry to 1 via abandoned airport
...will report right downwind" (32R or 1R)
...request straight-in (19L/R) will report two mile final
#14 "Concord tower Aircraft 34567 Pittsburg power
plant (Pittsburg)
at 2700 with Alpha...
Pittsburg power plant, Pittsburg
R 45deg; entry 32 via reservoir
L base 19, R 45deg; to 1, and R base 32 is via abandoned airport
...will report right downwind" (32R or 1R)
...request left base (19L) will report two mile base"
...request right base (32R) will report two-mile base"
#15 "Concord tower Aircraft 34567 Concord Pavilion
(Clayton)
at 2300 with Alpha"...
Concord Pavilion, Clayton
L base 19, R base 32, and R 45deg; entries via abandoned airport
R base 1 and final 32 via BART yard
...will report left downwind L45deg; entry for 19L
...will report right downwind (1R)
...request left base (19L) will report two-mile base"
...request right base (32R) will report two-mile base"
...request right base (1R) will report two-mile base"
#16 "Concord tower Aircraft 34567 Boundary Oaks G.
C. at 2300 with Alpha...
Boundary Oaks G.C., Alamo, Walnut Creek Interchange
L downwind for 19 and straight-in for 32 via BART yard.
Straight-in 1 via water tanks
...will report left downwind" (19L)
...request straight in 32 (R/L) will report two-mile final"
...request straight in 1 (R/L) will report two-mile final"
#17 "Concord tower Aircraft 34567 Lafayette Reservoir
(Pleasant Hill Interchange) at 2800 with Alpha ...
Lafayette Reservoir, Pleasant Hill Interchange
R 45deg; entry 19 via Alhambra Valley
Straight-in 32 via BART yard
L base 32 and straight-in 1 via water tanks
...will report right downwind" (19R)
...request straight-in 1(R/L) will report two-mile final"
...request straight-in 32 (R/L) will report two-mile final"
...request left base (32 R/L) will report two-mile base"
#18 "Concord tower Aircraft 34567 Briones Reservoir
(Alhambra Valley)
at 2800 with Alpha...
Briones Reservoir, Alhambra Valley
R 45deg; entry 19R via Alhambra Valley
L base to 1 use heading indicator
L base 32 via water tanks
...will report right downwind" (19R)
...request left base (32L/R or 1L/R) will report two-mile base"
#19 "Concord tower Aircraft 34567 Benicia (Benicia
Bridge, Benicia
Refinery) at 2200 with Alpha...
Benicia, Benicia Bridge, Benicia Refinery
R base 19 via Vine Hill and movie screen
L 45deg; entry l via 680 freeway
L 45deg; entry 32 via V.A Hospital aiming for CCR tower
...will report left downwind" (32L or 1L)
...request right base (19R/L) will report two-mile base"
#20 "Concord tower Aircraft 34567 North end of Mothball
Fleet
(mid-Suisun Bay) at 2300 with Alpha...
North end Mothball Fleet, Suisun Bay
Straight-in 19 and R 45deg; entry 32 via reservoir
Direct entry downwind 1 L will work if traffic departing allows.
...will report right downwind" (32R)
...request straight in (19R/L) will report two-mile final"
...request direct entry left downwind (1L) will report downwind"
Last
resort call-up points
Clockwise from north:
Port Chicago Loading Docks (19R\L)
Nickels (19L) Power line hazard
1 East Willow Pass (19L,32R, 1R)
1 North or East of Abandoned Airport
45 to 1 R, Base 32R or 19L
1 S.E. Bart yard (32R\L)
Pleasant Hill Bart Station (1R\L)
1 South DVC water tanks (1R\L)
Queen of Heaven Mausoleum ((1L or 19R)
V.A. Hospital (32L)
Martinez Refinery (Base 19R)
N. W. Shoreline (14L\R|, 1L)
On weekends the frequencies are often combined. Their listening
watch volume may be too low for them to hear a weak radio. If
in doubt try the other frequency.
TRAVIS RAPCON: ..................BAY APPROACH .....STOCKTON APPROACH
NORTH 126.6 ABOVE 5000 ...120.9 ABOVE 7000 ..127.75 NORTH 134.8
SOUTH 119.9 BELOW 5000 ...127.0 BELOW 7000 ..123.85 SOUTH 125.25
Heavy aircraft at Travis fly both left and right traffic to runways 3 and 21. The patten altitude to the Northwest is at 4000' and to the Southeast 2000'. Avoid the Cordelia Bypass hills when they are using the higher pattern. Knowing this will help you in traffic avoidance.
Made my second flight today with a new victim. What I do and why I do it might be of interest for those flying in Class D airspace. Prior to starting the engine I pre-decide both the departure direction and arrival direction. Using a tape recorder the student and I work through the radio procedures for both departure and arrival before getting into the aircraft. We are in the process of building our checklist for this aircraft, which will be a mix of list and finger flow using the tape recorder.
Certain aspects of flight are best done using a flow pattern; others can be mental lists using a numerical count and these two can be backed up with a written checklist. Part of the inherent danger of checklists is that the activity becomes automatic without conscious intent, knowledge or memory. This is the way my truck gets to the airport. I have driven all or part way without realizing it. The backup of the written checklist is a method of preventing the other lists being accomplished in the 'unconscious mode.
Departure Procedure:
Student: "Concord Ground Cessna 6469M east ramp taxi with ALPHA request 32 R" (No pauses or punctuation) ATC:69M taxi 32R
Student: 69M understand 32R (required acknowledgment)
After completing runup...
Student: "69M will taxi closer to hold bars before contacting tower"
(This is done so as to position aircraft for clearing base and final approach corridors)
ATC: "69M approved"
Student: "Concord tower Cessna 6469M ready on 32R request on course Rio Vista"
(This particular call is more precise than requesting a crosswind departure, which is relatively vague. Picking a precise route allows other aircraft to know better where to look. Any other communications will ALWAYS include our altitude as an additional aid to other aircraft.)
ATC: "69M cleared for takeoff right turn to Rio Vista Approved"
(No response required but may be made)
ATC: "69M aircraft has just reported Kamin for downwind entry"
Student: "69M out of 1200 approaching Willow Pass looking for traffic"
(Altitude is given not for ATC's benefit but for other pilot.)
Arrival Procedure:
Get and write ATIS:
Student: "Concord Tower Cessna 6469M one East Pittsburg stacks at 2300 with ALPHA ...request right base for 32R will report two-mile base. (The controller was quite busy so the request part was omitted to give her time to sort things out. Pittsburg stacks is a very common reporting point so I teach my students to report to one side or the other from the stacks as a traffic avoidance procedure. No sooner had we given our position as one East that another aircraft reported over the stacks.
There is more to becoming an old pilot than just luck.)
ATC: "69M report 2-mile base"
Student: 69M will report 2-mile base"
ATC was having trouble with helicopter pilot who did not know what a left 270 was or otherwise how to follow ATC instructions. Student tried to give 2-mile report without success. I tried to get in a 1-mile report without success but was able to report turning final...
ATC: "69M Cleared to land"
(During roll out we angled for an exit from the runway which was an intersecting runway. There is a recent AIM change, which indicates that an intersecting runway cannot be used as an exit without ATC approval. We slowed for the runway exit. I was prepared to taxi the 1/8 mile to a taxiway but the controller picked up on the problem and told us to turn left when able.
Tonight student and I discussed the problem of not being able to make the two-mile report. I indicated that we did not descend until cleared to land. We would have over flown the runway at pattern altitude and re-entered on downwind. I do not and did not consider making unauthorized turns as an alternative. This was the first time in 30 years I have had this happen. I feel that some instructor allowed an incompetent student to solo. It was a good lesson as to how the best preparation can go awry.
Learning to fly from a Double-Dual runway airport is not something to be learned in just a few days. For simplicity we will learn one approach for each runway pair. Since winds are seldom from the southeast. Just as an item the numbers of the runway are always said as single digits..We will be landing on runways three-two right; one nine left and one right.
We will always depart and arrive at the airport from a different direction so you can become familiar with the area. However we will limit our reporting point for all arrivals to the 'abandoned airport'. This is an old Navy field from WWII that is quite easily located as an enclave between the Naval Ammunition Depot and the homes of Concord. New homes have already been built on one of the old runways. The abandoned airport can be referenced for each of the three most common wind directions. Airport winds are given as from a magnetic direction. Airport runways are numbered in magnetic directions; runway three-two is 320 on your heading indicator; runeay one is 010 magnetic; and, runway one-nine is 190 magnetic.
Concord's ATIS is on 124.7. A great deal of extraneous information is included in the ATIS information that may only apply to a few situations or aircraft. As a student you want to get the essentials written down and try to remember some of the rest as it applies to your flight.
The procedure I recommend is to make a small + sign on you hand and fill in the data as it occurns on the ATIS.
This information is available and can be practiced over the phone at 685-4567. Learn to make small + signs on your hand. Learning to get this on your hand in one full cycle of the ATIS will save you time and effort for your full flying life.
A(LPHA)
290° 32
Runway Wind direction
32 290 Wind velocity Altimeter setting
18 2989
The information from the ATIS is essential for your landing arrival, runway selection, aircraft configuration and altitude flown. The altimeter setting puts all aircraft and helicopters on the same page so that the altitude spearation remains constant. An improper setting can reduce the margins of safety built into the landing system. The;relative wind direction to the runway direction along with wind velocity suggests to the pilot the maximum flap settings to be selected. In this instance 20° is 'doable' but 10° might be better.
Airport
diagram based on abandoned airport
The abandoned airport is a good aiming point for a right downwind
entry to runway one right.
It is a two-mile reporting point for a right-base entry to three-two
right.
It is a two-mile left-base reporting point for the base arrival
for one-nine left.
Pittsburg Stacks
19R left base
19L abandoned airport
45°
1R
Right base 32R
Clayton
Initial
Instruction in CCR Radio Procedures:
All Departures:
Get ATIS 'alpha'
Pilot: Concord Ground Cessna 5241Q CFI with alpha
ATC: Cessna 5241Q taxi to (runway #R/L)
Pilot: 41Q understand runway #R/L)
We will always ask for an 'on-course' departure to a specific nearby airport. This is relatively specific and it helps both ATC and other aircraft to know where to look for us. This is relatively safer than asking for strightout, downwind, crosswind etc.
All Departures
119.7
Pilot: Concord Tower Cessna 5241Q CFI ready runway (#R?L)
request on-course (neighboring airport)
(We will seldom get to that airport but it does give our initial
departure direction to local traffic.)Airports clockwise from
north: Nut Tree, Rio Visa, Byron, Tracy, Livermore, Hayward, Oakland,
Gnoss, Petaluma, Napa, Angwin(Virgil Parrot)
ATC: 41Q right/left turn approved cleared for takeoff. (You can proceed to takeoff)
ATC: (Pilot repeats back all instructions with word 'hold' in them.)
41Q taxi into position and hold Pilot: 41Q position and hold
41Q hold short Pilot: 41Q hold short
41Q taxi closer and hold Pilot: 41Q taxi closer and
hold
CCR Arrivals (Get the ATIS)
Pilot: Concord Tower Cessna 5241Q Pittsburg Stacks…
Clayton…at 2300 with Alpha request (32R) right base will report two-mile base
(19L) left base will report two-mile base
(1R) will report right downwind
We have learned:
Departure peculiarities of 32 R and left turns off of 32 runways.
How to use HI to make 90 degree turns.
How to fly with only rudder
Importance of a light touch
Indexing certain trim settings. (much more to come)
Brushy peak, John Muir Hospital, Boundary Oaks G.C., Bart Yard,
How to measure distance by runway lengths.
Using Cessna 'springs' for taxiing.
Radio Calls departing from CFI , making clearing turns prior to
taking runway, covering runway with nose to allow aircraft to
make smooth lift-off at 60 knots. That a C-152 that has made a
60 knot 30 degree flap landing will be trimmed for a 75 knot climb.
That, with a constant airspeed stabilized approach, you can judge
your landing approach glide slope from quite a long distance from
the runway.
We want to improve:
Our ability to get the ATIS in one time exposure.
Our taxiing skills in anticipating application of rudder and very
light braking except for sharp turns.
Out awarness of runway/taxiway locations.
Our geographical location with reference to where other reference
points are located.
(It is important that we know where other airplanes say they are.)
We want to use the more difficult arrivals and runways when with
the instructor.
We want to plan our arrival back to the airport just as much as
our departure. Try to leave and return by different routes to
increase our experience and exposure.
We want to improve our confidence in not only relaxing but in
totally letting go of the controls when the aircraft is properly
trimmed
We want to work on being independent in our use of the radio.
Realize that 90% of all radio work is 'canned' and always the
same
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Continued on Radio
Procedures CCR to Local Airports