Page 5.35 ( 4512)
Radio Procedures CCR to Local Airports
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Contents
...CCR TO APC and Return; ...CCR-LVK; ...OAK to CCR; ...CCR to OAK; ...CCR to OAK Radar Procedure; ...OAK to LVK; ...CCR to Rio Vista and Return; ...Procedures for Those Who Are Uncontrolled Airport Challenged;  ...CCR to Byron and Return; ..Student use of Radio out of Oakland; ...Student radio into Livermore; ...Livermore Departure; ...Oakland Arrival; …Alternate method; …CCR, RBL, STS, CCR; … Application of Procedures CCR, Nut Tree, Rio Vista, CCR; …Student Flight: Concord, SAC, Auburn, CCR ; ...CCR to Modesto and Back; ...Class C into Oakland; ...

Napa Airport missing

CCR TO APC and Return
Instructor handles all pattern work at airports pre solo. Student Pilot is not said when instructor is in plane.
For flights between airports, the student who writes out the word by word communications seem to remember the procedures and planning required for similar flights. Note: no punctuation is used during radio communications.

FREQUENCY ...............POSITION .................I SAY
124.7.................... East Ramp ..........ATIS
121.9.................... East Ramp ..........Concord Ground Cessna 6185K student pilot East Ramp taxi with Alpha..request
such as inactive runway or
85K taxi as requested caution (traffic)

119.7 .....................Runup area .........Concord Tower Cessna 6185K ready on the right (left) student pilot on course Napa

85K on course Napa approved cleared for takeoff
or taxi closer and hold
or taxi into position and hold
85K, position and hold

Napa Tower now has a RADAR BRITE display (10-03)

124.05 ..................Benicia................ APC ATIS 'Bravo'
118.7 ....................Benicia ................Napa Tower Cessna 6185K Student pilot Benicia at two thousand three hundred with Bravo-request left base for 24 will report two mile left base (Napa Junction) for right closed traffic with the option
or ...will report left downwind
85K approved as requested

118.7.................... Benicia .................85K or assigned runway readback
118.7 ...................Napa Junction .......85K two mile base or 85K downwind
... cleared for the option on 24 make right traffic

85K
OR

118.7.................. Benicia ..................Napa Tower Cessna 6185K student pilot Benicia at two thousand six hundred with
Alpha will report left down wind 18L requesting closed traffic with the option
85K approved as requested
118.7 ..................Napa Junction .......85K two mile left base
85K cleared for the option make right traffic
or
118.7................. Airport................... 85K left downwind
85K cleared for the option 18L
118.7 .................Airport................... 85K

Departure
118.7 ................Airport ...................85K after this approach request on course Concord
85K on course Concord approved
..........................Highway 80 ............85K frequency change
85K approved

124.7 ................Vallejo ....................CCR ATIS 'Bravo'

Assignment:
Phone 925 685-4567 for ATIS
Based on weather information, draw out departure and arrival routes you expect..

119.7 ................Benicia ...................Concord tower Cessna 6185K Benicia at 2100 with (ATIS) ...
1. request right base 19R will report 2 mile base
85K approved as requested
..........................Crossing 680 ..........85K 2 mile base 85K cleared to land
or
On 45. will report left downwind 32(or 1)
85K report left downwind
...........................Downwind ............85K left downwind
85K cleared to land (runway)
85K cleared for (runway)
..........................On the ground
85K contact Ground .9 when clear

121.9................. Taxiway Alpha .......Concord Ground Cessna 6185K student pilot clear of the left taxi east ramp
85K taxi East Ramp
121.9 85K to East Ramp

CCR to Napa (Version #2)
CCR Departure
Sterling: CCR ATIS 124.7, then Ground 121.9
Pilot: Concord Ground, Cessna 5227Delta, Sterling, taxi 19L, via Ramp and Alpha, (request…) with ATIS letter
Ground: 5227Delta, approved
Pilot: 27Delta

Runup Area: After Run Up Ground 121.9
Pilot: 27D request reposition will hold short of (runway) prior to contacting tower.
Runup Area: Tower 119.7
Pilot: Concord Tower, Cessna 5227Delta, ready on the right, on course Napa
Tower: 27Delta, on course Napa approved Cleared for takeoff (or Hold short ____)
Pilot: 27Delta, Cleared (or Hold short ____) 
Benicia Arrival
Benicia: Napa ATIS124.05

IF 24 IS ACTIVE
Benicia: Napa Tower 118.7
Pilot: Napa Tower Cessna 5227D Benicia at two thousand three hundred. Request left base for 24 will report two mile left base (Napa Junction) for right closed traffic with the option with Bravo. (.
Tower: 27Delta approved as requested
Pilot: 27Delta (or assigned runway readback)

Napa Junction: Napa Tower 118.7
Pilot: 27Delta two mile base 
Tower: cleared for the option on 24 make right traffic
Pilot: 27Delta

IF 18L IS ACTIVE
Benicia: Napa Tower 118.7
Pilot: Napa Tower Cessna 5227D Benicia at two thousand three hundred. Will report left down wind 18L request closed traffic with the option with Bravo. (??Fly via Cordelia, Jameson Canyon Rd., abeam water tanks.)
Tower: 27D approved as requested

Entering DW: Napa Tower 118.7
Pilot: 27D left DW
Tower: 27D cleared for the option make left traffic
Pilot: 27D cleared for the option left traffic

Benicia Departure
Airport: Napa Tower 118.7
Pilot: 27D after this touch & go request on course Concord
Tower: 27D on course Concord approved

Highway 80: Napa Tower 118.7
Pilot: 27D request frequency change
Tower: 27D frequency change approved

CCR Arrival
Vallejo: CCR ATIS 124.7
Benicia: CCR Tower 119.7
Pilot: Concord tower Cessna 5227D Benicia at 2100 with Bravo:

IF 19R IS ACTIVE
1. Pilot: Request right base 19R will report 2 mile base
Tower: 27D approved as requested

Crossing 680: CCR Tower 119.7
Pilot: 27D 2 mile base (Report crossing freeway (680) at RR tracks, via Vine Hill, 4/680. Aim for Oil Tanks, Drive-In to avoid Rwy 14!)
Tower: 27D cleared to land
Pilot: 27D cleared to land.

IF 32 OR 1 IS ACTIVE
2. Pilot: On 45. will report left downwind 32 (or 1)
Tower: 27D report left downwind

For 32 - Via VAH, Hwy 4, 4/680 Interchange. Aim for Tower.
For 1 – Via Benicia Bridge, L side 680, brown tanks, Vine Hill, 4/680 Interchange. Aim at GC at #s.

Downwind: CCR Tower 119.7
Pilot: 27D left downwind
Tower: 27D cleared to land (runway)
Pilot: 27D cleared for (runway).

On the ground
Tower: 27D contact Ground .9 when clear
Taxiway Alpha: Ground 121.9
Pilot: Concord Ground Cessna 5227D clear of the left, taxi Sterling
Ground: 27D taxi East Ramp
Pilot: 27D to East Ramp

Bert's Version with Genes notes
CCR TO APC (Napa) and Return
Frequency Position I Say

124.7 East Ramp ATIS
121.9 East Ramp Concord Ground Cessna 5227D Sterling taxi with Alpha..request (such as inactive runway).

Ground: 27D taxi as requested caution (traffic)
Pilot: 27D

Gene's note:
In some of the runup areas you may want to request a reposition while holding short of the runway. Some of the runup areas are so located that
clearing the final approaches and bases requires such a request.

119.7 Runup area Concord Tower Cessna 5227D ready on the right (left) on course Napa

Tower: 27D on course Napa approved cleared for takeoff
or taxi closer and hold or taxi into position and hold.
Pilot: 27D, position and hold

124.05 Benicia APC ATIS
118.7 Benicia Napa Tower Cessna 5227D Benicia at two thousand three hundred with Bravo. Request left base for 24 will report two mile left base (Napa Junction) for ?right closed traffic with the option.
(or ...will report left downwind.)
Tower: 27D approved as requested
Pilot: 27D (or assigned runway readback)

118.7 Napa Junction 27D two mile base (or 27D DW).
Tower: cleared for the option on 24 make ?right traffic
Pilot: 27D
------------------------------------------or-----------------------------------------
118.7 Benicia Napa Tower Cessna 5227D Benicia at two thousand three hundred with Bravo. Will report left down wind 18L requesting closed traffic with the option.
Tower: 27D approved as requested

118.7 Napa Junction 27D left DW
Tower: 27D cleared for the option make left traffic

Pilot: 27D
------------------------------------------or----------------------------------------
118.7 Airport 27D left downwind
Tower: 27D cleared for the option 18L

Pilot: 27D

Departure
Frequency Position I Say
118.7 Airport 27D after this approach request on course Concord
Tower: 27D on course Concord approved

118.7 Highway 80 27D frequency change
Tower: 27D frequency change approved

124.7 Vallejo CCR ATIS
119.7 Benicia Concord tower Cessna 5227D Benicia at 2100 with Bravo:
1. Request right base 19R will report 2 mile base
Tower: 27D approved as requested

119.7 Crossing 680 27D 2 mile base
(Report crossing freeway(680) at RR tracks, via Vine Hill, 4/680. Aim for Oil Tanks, Drive-In to avoid Rwy 14!)

Tower: 27D cleared to land
Pilot: 27D cleared to land.
------------------------------------------or------------------------------------------
2. On 45. will report left downwind 32 (or 1)
Tower: 27D report left downwind
119.7 Downwind 27D left downwind
(32 - Via VAH, Hwy 4, 4/680 Interchange. Aim for Tower.) or:
(1 – Via Benicia Bridge, L side 680, brown tanks, Vine Hill, 4/680 Interchange. Aim at GC at #s.)

Tower: 27D cleared to land (runway)
Pilot: 27D cleared for (runway).
119.7 On the ground
Tower: 27D contact Ground .9 when clear

121.9 Taxiway Alpha Concord Ground Cessna 5227D clear of the left, taxi Sterling
Ground: 27D taxi East Ramp
Pilot: 27D to East Ramp

Assignment:
Phone 925 685-4567 for ATIS
Based on weather information, draw out departure and arrival routes you expect. Napa Tower now has a RADAR BRITE display.(10-03)

CCR-LVK
For the first actual landing lesson flight I have my student make a best effort in planning the use of checkpoints and radio procedures for the round trip to Livermore. I usually get a line on the map and a direct route. There are a number of practical considerations that make this a bad choice. I want the student to make this sort of mistake and learn from it.

There is a valley and freeway between CCR and LVK. There are some noise sensitive areas in the hills along the direct route. The direct route is along the left side of the valley and the freeway. Such a flight is not illegal or even bad but I suggest a few changes. We will fly down the right side of the valley and just to the right of the 680 freeway at altitudes such as 2300 AGL. This technique is for traffic avoidance. A good system if only everyone used it.

At the airport I have the student use the wind and runway to propose a radio departure request. If it presents a problem I discuss the pros and cons. The student is often reluctant to ask for a left turn off a right runway. I indicate that at certain point we will be out of CCR's Class D airspace. We can either request a frequency change or get out of the Class D footprint of three miles and change without a request. This frequency change is important in a single radio aircraft because we must get the ATIS at Livermore before we get to our selected call up checkpoint.

We have practiced our radio call up at the airport. All we need is the identification of the ATIS and confirmation of the runway. The call up point is Crow Canyon Interchange. We ftry to call up at least a mile in a cardinal direction from common call-up points. The selection of this point keeps us to the right of the freeway until turning on a 45 for the LVK. It keeps us behind the rifle range at Camp Parks. ATIS will say if range is in use. It lets the student pilot see such checkpoints as the satellite antenna and Santa Rita Prison. By prior agreement, the student will report downwind and the instructor will handle all communications until departure. We will make four or five left and right patterns before our last downwind for touch and go. I will give the student the radio to make the departure request. On the way back I often show how the CCR VOR can fly you into Mt. Diablo. We get the CCR ATIS and practice our call up. I try to familiarize the student with all the golf courses and other checkpoints to be used for landing at CCR.

Check ATIS by phone and diagram expected departure and arrival using terms below.
Livermore (LVK) Airport, Crow Canyon Interchange, Brushy Peak, Rifle Range, Antenna, Federal Prison, Right downwind, entry, Holiday Inn, Santa Rita Prison, Water tank on hill

OAK TO CCR
Heading 12 degrees
CCR ATIS 124.7
CCR TWR 119.7
CCR GRND 121.9
Heading 192 degrees

OAK ATIS 133.775
OAK TWR 118.3
OAK GRND 121.9
Bay Approach 127.0 (120.9 weekends) into Class C

1. Bay Approach Cessna _______, Over
2. Cessna 1407U, "Location", Cessna 172 w/ Atis Landing Oak.
3. 07U/85K to 118.3
4. Oak. Tower Cessna _____, Student Pilot out of 2,500' for 1,000' Request Left Closed Traffic w/Option w/Report Right Downwind (27 Right or Left)

5. 07U/85K Right to 30°, Understand Remain Below 2,600', Squawk _ _ _
6. 07U/85K to 127.0 (Bay Departure)
7. Bay Departure Cessna ______, Student Pilot out of 1,600' for 2,500'
8. After Authorization - Switch Transponder to VFR - 1,200

CCR to OAK
We have learned the checkpoints and radio procedures to Napa and Livermore. We are now prepared to go to Oakland. As you will soon see, landing practice is half price in Oakland. There is also a Flight Service Station available for visits. For this reason I may schedule as long as two  hours for this flight.

The departure from CCR to OAK by way of 32 R/L may be with a left turn (after the second railroad track) on course, or by a right 270 crossing over the airport on course above 1500'. 19 R/L requires a right turn on course. 1 R/L can be by a left downwind or a right 270 on course. The advantage of the 270's is that they allow more time for climb which makes it possible to get the OAK ATIS (128.5) sooner.

With the ATIS it is possible to contact Bay Approach on 127.0 for entry into the Class C airspace. Communications must be established at least 10 miles out before entering Class C airspace. The planning procedure for the student requires a predetermined altitude, location, and practice call up.  However, because of the direction of entry, direct contact with OAK
will work just as well.  Depends on how much experience you want in radar radio procedures.

Except for weekends, OAK is not likely to give closed traffic in the afternoons for 4:30 to 7:00 due to heavy inbound traffic loads. On the weekends it will not be unusual to be the only aircraft in the OAK 27L pattern.  Things tend to be slower since 9/11.

CCR to OAK Radar Procedure
All initial call-ups to a radar facility are the same. (If 127.0 the Class C airspace frequency does not answer go to 120.9 the Class B airspace frequency. These sectors are often combined during low activity periods.)
127.0 Bay Approach Cessna 6185K Student Pilot over

When ATC responds they may either give you a squawk, ask you to make your request, tell you to standby and remain clear of the Class C airspace, or some combination of these.

When advised by ATC to make your request, you say,

Cessna 6185K, (Location as Walnut Creek, St. Mary's, Lafayette, Briones Reservoir or otherwise outside the Class C airspace as depicted) Cessna 150 with (ATIS) landing Oakland

You will be told to proceed to Oakland by way of major checkpoint such as the Mormon Temple. At Orinda you will be 'handed off' to the tower when ATC says...

85K contact Oakland Tower on 118.3
Response is...
118.3 85K to 118.3
Oakland Tower Cessna 6185K Student
Pilot for closed traffic (or landing)

References: Grizzley Peak, Mormon Temple, Entry 180-degree heading, Coliseum, runways

The tower will either have you over fly the airport at 1000' to enter left downwind for 27L or have you enter a right downwind for 27R with clearance for touch and go's on 27L.

The Class C airspace is below the Class B airspace and it is possible to fly from CCR to OAK without entering the Class B airspace as long as you stay below 3000'. It is possible to go directly to Oakland by contacting the tower if you fly by way of highway 24 or where Class C and D are along the same line. Watch altitude differences so as not to intrude on unauthorized airspace. If for any reason, you wish to enter the Class B airspace you must obtain a clearance. Note the difference!! Establish communications for entering Class C airspace; get a clearance for entering Class B airspace. The second time I take a student to OAK I make a point to enter the Class B airspace for student practice. I am finding it more and more difficult to get clearances for such Class B airspace training.

The practice pattern on 27L at Oakland has a pattern altitude of 600'. This is to keep the pattern clear of 29. You will be advised to keep your downwind well clear of 29. This low tight pattern is why landings are half price. You can do twice as many touch and go's at Oakland as you can at any airport with a 1000' pattern in the same amount of time.

On departure from Oakland I usually request of ATC a touch and go on 27L with a simulated emergency on 33 with a straight out for CCR. Since a mid-air several years ago departures are given a 030 heading with an altitude restriction below the Class B airspace. The tower issues a squawk for the transponder and hands you off to Bay approach before you reach the hills.

If you have landed and are making your first contact with ground you must give your location, request for runway (intersection departure) and destination. A transponder code will be assigned as well as altitude restriction and heading. This information must be "read back" to the controller.

118.3 85K depart 33 on heading 030, remain below 2600, squawk
85K right to 030, understand remain below 2600 squawk 0401
85K contact Bay Departure on 127.0
85K to 127.0
127.0 Bay Departure Cessna 6285K Student Pilot out of 1600 for 2500
85K radar contact proceed own navigation CCR
85K
85K You are leaving the ARSA, squawk VFR frequency change approved
85K going to 1200

Inbound call up points to CCR would be Birones, Lafayette Reservoir, St. Mary's, or Pleasant Hill interchange. Use available information to pre-plan and diagram your arrival.
Briones Reservoir, Pleasant Hill, Interchange, St. Marys

OAK TO LVK and Return
133.775 ATIS 'Alpha'
121.9 Oakland ground Cherokee 7526J New Tees with Alpha request intersection departure 27R at Hotel VFR Livermore 26J Taxi 27 R at Hotel advise this frequency when ready
26J
26J ready 27R at Hotel
26J squawk 0202 contact tower 118.3
26J squawking 0202 to 118.3
118.3 Oakland Tower Cherokee 7526J ready 27R at Hotel for 080 heading on course Livermore
26J Cleared for takeoff depart on heading 080 at or below 2100
26J understand departure heading 080 at or below 2100
26J Contact Bay Departure on 127.0
26J to Bay on 127.0
127.0 Bay Departure Cherokee 7526J out of 1600 for 2100
26J Bay Departure radar contact
26J
26J you are leaving my service area squawk VFR frequency change approved
26J going to VFR
119.65 LVK ATIS 'Bravo'

118.1 Livermore Tower Cherokee 7526J Crow Canyon interchange at 2500 with Bravo will report right downwind for closed traffic
26J approved as requested
26J
26J right downwind for left closed traffic request the option
26J cleared for the option 25R then make left traffic
26J Cleared for the right then left traffic 25L.
26J after this approach request on course Oakland
26J on course Oakland approved

133.775 OAK ATIS 'Bravo'
127.0 Bay Approach Cherokee 7526J over
26J go ahead
127.0 Cherokee 7526J Dublin interchange at 2300 landing Oakland with Bravo
26J squawk 0301
26J squawking 0301
26J radar contact fly heading 240 for straight in 27R maintain at or above 2100
26J right to 240 at or above 2100
26J contact tower 118.3
118.3 Oakland tower Cherokee 7526J level at 2100
26J cleared to land 27R
26J
26J contact ground .9 when clear
26J
121.9 Oakland Ground Cherokee 7526J clear of the right at Golf taxi new tees
26J taxi approved

CCR to Oakland and Return 
Notes: 
---32 runways will require right 270s and 19 runways will require left 270s. Altitude gain in doing this allows early frequency change to get ATIS and clearances early. 
---Requesting touch and goes is older form. “Request left closed traffic with the option”, is preferable. 
---You may be given a new squawk on departure. You may be told to squawk ‘standby’ in the pattern. 

Concord Departure
124.7 CCR 
ATIS 121.9 
Concord Ground Pilot (large font): Concord Ground Cessna 5227D Sterling request (Rwy) with (ATIS) 
ATC (small font): 27D taxi (Rwy) (directions) 27D taxi (Rwy) (directions) 

119.7 Concord Tower Concord Tower Cessna 5227D ready on the R/L request RIGHT/LEFT 270 on course Oakland 
27D cleared for takeoff right/LEFT 270 on course Oakland approved 27D cleared for takeoff 

Oakland Arrival
133.775 OAK ATIS 
127.0 NORCAL Approach. If no answer, go to 120.9 (e.g. on weekends) NORCAL Approach Cessna 5227D over. 
27D go ahead 
27D Cessna 172 off Concord at 2300 for landing Oakland with (ATIS) 27D Squawk 3413 Overfly the Mormon Temple Report Right DW on 27R 
27D Squawk 3413 Overfly the Mormon Temple Report Right DW on 27R Later: 27D contact Oakland Tower at 118.3 
27D going to 118.3 
118.3 -Oak

Oakland Tower 
Oakland Tower Cessna 5227D Mormon Temple at 2500 will report right DW 27R request (Touch & Goes on 27L) 
CHANGE left closed traffic with the option 27D enter a right DW for 27R (with clearance for Touch & Goes on 27L) 
CHANGE: 
CLEARED FOR THE LEFT REMAIN WELL CLEAR OF 29 REPORT THE UNITED HANGAR EVERY TIME. 
27D right DW 27R (with clearance for Touch & Goes on 27L) 
CHANGE: 
WILL REMAIN CLEAR OF 29 AND REPORT THE HANGAR 
Later: 27D cleared to land 27R 27D cleared to land 27R Only if we stop on the ground.

Ground: 
27D contact ground 121.9 
27D going to 121.9 
121.9 
Oakland Ground Oakland Ground Cessna 5227D clear of the right at Echo taxi back on course Concord 
ATC: 
Taxi back approved 27D Taxi back. 
Oakland Departure 119.65 
ATIS 121.9 Oakland Ground 
Oakland Ground Cessna 5227D transient parking destination Concord VFR with Alpha 
ATC: 
Cessna 27D taxi to 27R, squawk 3435, maintain at or below 2000 feet. 
27D understand 25 right, squawk 3435, maintain at or below 2500 
118.3 Oakland Tower 
Oakland Tower Cessna 5227D ready on course Concord 
ATC: 
27D On course Concord approved cleared for takeoff 
27D Cleared fort takeoff At 600 to 900 feet, 
ATC: 
Confirm altitude 
27D out of 600 At Mormon Temple: 
27D frequency change approved 
27D squawking VFR 

CCR Arrival
(Gene's question: Why go all the way to Blackhawk?) 
124.7 CCR
ATIS 119.7 
Concord Tower Concord Tower Cessna 5227D Blackhawk at two thousand four hundred. Will report left DW 19 with (ATIS) OR Request straight-in 32 L/R will report 2-mile final with (ATIS) OR Request right base 1R will report 2-mile base with (ATIS). 27D approved as requested 27D DW (OR 2-mile final, OR 2-mile base)
CCR Tower
27D cleared to land 19L 
27D cleared for the left 
When on the ground: 
27D contact ground 121.9 
27D to 121.9 
121.9 
Concord Ground Concord Ground Cessna 5227D clear of the left taxi Sterling via Bravo 27D taxi east ramp 
27D taxi East Ramp

CCR to Rio Vista and Return
124.7 CCR ATIS 'Alpha'
121.9 Concord ground Cessna 6185k Student Pilot East Ramp with Alpha request 32 R 85K taxi 32R
85K taxi 32R
85K taxiing 32R
119.7 Concord Tower Cessna 6185K Student Pilot ready 32R on course Rio Vista
85K taxi closer and hold
Acknowledge with
85K taxi closer and hold. Taxi up to hold bars facing landing traffic and await further clearance
85K taxi into position and hold or
Acknowledge with 85K position and hold
Taxi in a clearing turn out to the numbers and await takeoff clearance
85K cleared for takeoff on course Rio Vista approved

Diagram Rio Vista and place terms as appropriate for arrival.
Course reversal, downwind, Outbound descent, Inbound level at 1100', 25, 7, 32,14, Circle at 2100' to determine active runway, Arrival route

122.8 Rio Vista Unicom Cessna 6185K Student Pilot Collinsville at two thousand three hundred request advisories Rio Vista
IF NO ANSWER
Rio Vista Traffic Cessna 6185K Student Pilot Collinsville at two thousand three hundred planning to overfly at two
thousand one hundred prior to landing Rio Vista

Rio Vista Traffic Cessna 6185K Student Pilot over the field at two thousand one hundred planning landing 25 right traffic Rio Vista
Rio Vista Traffic Cessna 85K on right 45 for 25 Rio Vista
Rio Vista Traffic Cessna 85K right downwind for 25 Rio Vista
Rio Vista Traffic Cessna 85K right base for 25 Rio Vista
Rio Vista Traffic Cessna 85K final 25 Rio Vista
Rio Vista Traffic Cessna 85K clear of 25 Rio Vista
Rio Vista Traffic Cessna 6185K Student Pilot departing 25 on course Concord from Rio Vista

124.7 CCR ATIS 'Bravo'
According to existing conditions, draw in your expected departure and arrival.

119.7 Concord Tower Cessna 6185K Student Pilot Pittsburg power plant
at two thousand four hundred with Bravo request left base 19L will report two mile base
85K approved as requested
85K two mile base
85K cleared to land 19L
85Kcleared for the left
85K contact ground 121.9
121.9 85K clear of the left taxi east ramp via Bravo
85K taxi east ramp
85K

Procedures for Those Who Are Uncontrolled Airport Challenged
---Assumption is that pilot has absolutely no knowledge of the airport
---Consider phoning to any listed number in AF/D, internet search or AOPA publication.
---Standard is left traffic unless otherwise indicated. Patterns are usually away from habitation areas
---Airports with any right patterns should have RP in the airport information part of the sectional.
---Airports with AWOS or ASOS will usually give wind directions that favor a particular runway. Such winds are always magnetic
---Windsocks are usually mid-field with segmented circle showing pattern directions for runways.
---Tetrahedrons are lockable to show preferred runway regardless of wind direction
---Prior to arrival begin a frequency watch of airport to pick up on other traffic and runway in use
---If you know runway and aren’t 45-degree entry challenged enter the 45 and so advise on the radio
---Technically most any arrival is possible so long as all turns are left turns. A left 270 is s legal right turn?
---The overhead arrival is the one that provides maximum safety if properly designed.

The Initial Call for Overhead Arrival
---From 20 out begin a listening watch of the frequency
(You can skip the overhead arrival if you think you can make a 45-degree inbound entry to downwind)
---At 10 out locate a visually identifiable arrival call up point.
---It is safer to report as being one or two miles offset from call up points
---Every call should have the name of the airport as first and last word(s)
---This call may be made to both UNICOM and traffic as two separate calls or as one
---The call includes aircraft type, numbers, position, altitude and arrival intentions with altitude.
---Practice by using a familiar airport and call-up point to get the information in compact form
Sample Call-up
Rio Vista Traffic Cessna 5227D 2 west of Collinsville at 2300 planning over-fly at 2100

Rio VistaOverhead Arrival
Nothing is known about airport
---Circle windsock in left turns for visibility and if the selected runway uses right traffic
---When the selected runway uses left traffic maneuver to make right turns around the windsock.
---When you have all you can learn from the windsock you want to fly at right angles to the runway
---Widen your curved path so as to fly over the numbers, if the runway is to your left it is right traffic
---If your right angled flight path takes you over the numbers with the runway to your right, think left traffic

Everything is known about airport
---Locate the windsock, circle appropriate direction and fly so as to cross numbers at right angle
Overhead Call
Rio Vista Traffic Cessna 5227D over field at 2100 planing right traffic 25 Rio Vista"

---Crossing the numbers at right angle with the runway 25 to your left means you are heading 340
---Crossing the numbers at right angle with the runway 25 to your right means you are heading 160
---Flying 340 heading the indicator has marker indicating the 45-degrees right traffic outbound at 295
---Flying 160 heading the indicator has marker indicating the 45-degrees left traffic outbound at 205
---For those of mathematical bent the sum of the digits of all the numbers involved in a rectangular pattern and related 45s inbound and outbound all add to 7. I will show this with the numbers above Runway 25 is really 250(2+5+0=7); 340 (3+4+0=7)/ 160 (1_6+0=7); 295=(2+9+5=16=1+6=7) 205=2+0+5=7) This sum of the digits is true for all runways, all patterns and 45s. Your heading indicator has markers to tell you where these numbers are. Use them.

Flying the Outbound 45 (no wind)
---The numbers are for no-wind conditions correct into the wind about one degree per knot
---Over the runway numbers turn to the 295 outbound 45 heading while descending 500 for right traffic
---Over the runway numbers turn to the 205 outbound 45 heading while descending 500 for left traffic.
---At cruise one minute outbound should be enough for clearing the downwind traffic below
---Use heading indicator and initiate a descending course reversal to enter the inbound 45 at pattern altitude
Radio call
Rio Vista Traffic Cessna 5227D right 45 outbound for 25 Rio Vista

The Course Reversal
---Before initiating the course reversal note the bottom of the heading indicator show your final heading
---On the outbound 45 initiate your course reversal with a 30-degree bank and reversing the bank at 90 degrees.
---Reverse bank is held at 30-degrees, leveled at 270-degrees and should be the bottom heading noted before.
---The FAA, for reasons unknown to me, use an 80/260 to accomplish the same procedure.
--- When on the outbound 45 make it a point to note the bottom of the heading indicator for the inbound 45
Radio Call
Rio Vista Traffic Cessna 5227D right 45 inbound for 25 Rio Vista

Right Downwind
---The downwind direction for both right and left traffic is 070 for runway 25
---The downwind is used to prevent any crosswind from blowing you toward or away from the runway the runway
---Additionally it is the time you do your prelanding and correct any altitude excursions at cruise speed
---It is critical that you crab in such a way as to remain on a standard or wider distance from the runway so that your base leg is long enough to make adjustments
Downwind Call
Rio Vista Traffic Cessna 5227D right downwind for 25 Rio Vista

Right Base
---The base leg is designed to allow changes in direction to adjust your altitude for wind and judgment
---The right base in this situation will be a heading of 160 + any adjustment made
Base Call
Rio Vista Traffic Cessna 5227D right base for 25 Rio Vista

Final
---Final is used to adjust runway alignment with side slips and altitude with flaps and power
---Changes in airspeed should be avoided.

Clear of Runway
---Taxi over any hold bars before stopping and using radio

Runup and Departure
---Face wind for run-up positioned for economic clearing of bases and final
---Make 360 circle to clear area prior to taking runway
Departure Call
Rio Vista Traffic Cessna 5227D departing 25 (intentions: pattern, on course to …

CCR to Byron and Return
Byron has gliders, ultralights and parachutes. Parachute carrying aircraft will probably be on Stockton approach rather than the multicom frequency. If this is a concern contact approach. There is a noise abatement problem at Byron. Avoid an area known as intersection of Armstrong Road and Byron Hot Springs Road. Avoid all residences. During high density altitude conditions low powered aircraft may be forced, for safety, to fly contrary to the published pattern in order to avoid higher terrain and residences. There is such a performance mix among the different types of flying taking place that there is an increased risk of collision. By flying with all your lights on you will give 'see and be seen' an improved chance of working.

Byron has two intersecting runways at nearly right angles. 23 right traffic and 30 left traffic are most commonly used. Helicopters use 600' patterns The parachute jump area is the northwest of the airport. Frequency is 123.05

119.7 Concord tower Cessna 6185K ready 32 right on course Bryon.
85K Right turn approved cleared for takeoff

Because of the very dangerous mix of traffic, gliders, ultra-lights, parachutists as well as aircraft it is advisable to contact Stockton approach prior to any arrival.
127.75 Stockton Approach Cessna 6185K request.
Approach: 85K go ahead.
Is the Byron Jump area hot?

123.05 Byron traffic Cessna 6185K Student Pilot 10 west at 2300 planning to overfly at 2100 prior to landing Byron

NOTE: There are noise abatement procedures.
Byron traffic Cessna 6185K over the field at 2100 planning closed right traffic on 22 Byron

Byron traffic Cessna 85K right 45 for 22 Byron
Byron traffic Cessna 85K right downwind 22 Byron

Byron traffic Cessna 85K right base 22 Byron

Byron traffic Cessna 85K final 22 Byron
Byron traffic Cessna 85K departing 22 on course Concord

124.7 CCR ATIS 'Bravo'
Prior to departure plan expected departure and arrival.

119.7 Concord tower Cessna 6185K Student Pilot Clayton at 2500 with Bravo request right base 1R will report 2 mile base.
85K approved as requested
85K two mile base
85K cleared to land 1R
85K understand cleared for the right
85K contact ground 121.9
85K going to ground
etc.

Student Use of Radio Out of Oakland
133.775 ATIS
121.9 Oakland Ground
Pilot: Oakland Ground Cessna 3985Quebec Kaiser Air taxi with Alpha VFR to the East

ATC: Cassna 3985Quebec taxi 2-7-Right squawk 0310

Pilot: 85Q taxi 2-7-Right squawk 0310

Note: Read back any advisory regarding traffic as
85Q Looking for traffic
85Q Have traffic
85Q (after 30 seconds) Negative traffic
85Q Say again traffic
Read back holding instructions, runway assignments and departure instructions.

Complete runup and contact tower

118.3 Oakland Tower

Pilot: Oakland Tower Cessna 3985Q ready 2-7 Right
Tower: Cessna 3985Q cleared for takeoff 2-7 Right... Heliocopter along
Nimetz abeam Coliseum
Pilot: No acknowledgment required unless additional information is added.

Note: Read back any headings or altitude restrictions assigned.
85Q Right to 080 at or below one thousand two hundred
Read back any change in frequency

Read back any advisory regarding traffic as
85Q Looking for traffic
85Q Have traffic
85Q (after 30 seconds) Negative traffic
85Q Say again traffic

Student Radio into Livermore
119.65 ATIS
118.1 Livermore Tower

Pilot: Livermore Tower Cessna 3985Q Crow Canyon Interchange at two thousand two hundred with Alpha will report right downwind.

ATC: 85Q approved as requested ………(traffic advisories) OR 85Q report on the right 45 for 2-5……… OR 85Q report right downwind 2-5

Pilot: (Readback instructions and runway) Acknowledge any traffic and report when in sight or unable.

Pilot: 85Q right downwind

ATC: 85Q clear to land OR 85Q number two behind ………

Pilot: 85Q OR 85Q have traffic

ATC: 85Q contact ground 121.6

Pilot: 85Q going to 121.6

121.6 Livermore Ground
Pilot: Livermore Ground Cessna 3985Q clear of the right taxi to transient
for 20 minute shutdown

ATC: Taxi to parking

Livermore Departure
119.65 ATIS
121.6 Livermore Ground
Pilot: Livermore Ground Cessna 3985Q transient parking taxi with Alpha
ATC: Cessna 85Q taxi to 25 right
Pilot: 85Q understand 25 right

118.1 Livermore Tower
Pilot: Livermore Tower Cessna 3985Q ready on the right request right downwind departure
ATC: 85Q Right downwind approved clear for takeoff

Oakland Arrival
133.775 ATIS
127.0 or (weekends 120.9 Bay Approach
Pilot: Bay Approach Cessna 3985Q over
ATC: Cessna 3985Q Bay Approach go ahead (or squawk and ident) go ahead with request
Pilot: Cessna 3985Q is a Cessna 172 Walnut Creek Interchange at two-thousand five-hundred with Alpha
ATC: May now assign squawk and give altitude restriction such as, "Maintain at or below 2500".
Contact Oakland Tower 118.3
Pilot: 85Q going to 118.3
118.3 Oakland Tower
Pilot: Oakland Tower Cessna 3985Q descending out of two-thousand five-hundred will report Mormon Temple and right downwind

Alternate method
133.775 ATIS
118.3 Oakland Tower
Pilot: Oakland Tower Cessna 3985Q St. Marys College at two-thousnad five-hundred with Alpha will report the Mormon Temple and right downwind
ATC: 85Q squawk 0401 and ident
Pilot: 85Q squawk 0401 and ident
Pilot: 85Q Mormon Temple at two-thousand will report right downwind
Pilot: 85Q downwind
ATC: 85Q clear to land
ATC: 85Q contact ground 121.9

121.9 Oakland Ground
Pilot: Oakland Ground Cessna 3985Q clear of the right taxi to Kaiser Air
ATC: Cessna 85Q taxi to Kaiser Air (ramp)

CCR. RBL, STS, CCR
(Concord, Red Bluff, Santa Rosa, Concord)
I've been working on my flight plan and have rewritten your original radio work to reflect the changes in my trip from CCR - RBL - STS - CCR.
Here it is
Take 1) Bottle of water
2) Snack or sandwich
3) Cellphone
Write time of chart as I reach each checkpoint.
Don't be afraid to let go of the yoke and hold heading with rudder while looking at chart.
Hold chart so that the course line on the chart is pointed over the nose.
Fold the chart so that it is about 8" wide with the course line in the middle.
Hold chart up to check and write on it.
Looking down will cause plane to descend and turn.
At each stop review the radio work for the next leg. (before starting plane)
Write out flight plan forms ahead of time. Be sure to allow time for STS.
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Suggested radio procedure for VFR flight CCR to RBL to STS back to CCR.
124.7 ATIS
121.9 CCR ground - Cessna 704MZ - student pilot - taxi with ________
119.7 CCR tower - Cessna 704MZ - student pilot - ready on _________on course RBL

122.5 Oakland Radio - Cessna 704MZ - student pilot - listening on122.35
Open my flight plan from CCR to RBL (off)at __________minutes after the hour

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119.9 Travis Approach - Cessna 704MZ - "request"
Cessna 704MZ is a Cessna 150/U VFR out of CCR at ________climbing to 3500 enroute RBL - request traffic advisories
SQUAWK #__________

Travis will say...
4MZ contact Travis Approach on 126.6
You say...
4MZ going to 126.6
You say ...
Travis Approach 704MZ student pilot I am out of 3500 for 2800
You say...before abeam Sutter Buttes
4MZ requesting handoff to Sacramento Approach

(You may be too low to talk to center, if so that's the end of radar advisories and Travis will
advise you to squawk VFR.

Travis will say...
4MZ contact Sacramento Approach on 125.4

You say...
4MZ going to Sacramento Approach at 125.4
You say...
Sacramento Approach Cessna 704MZ student pilot level at 2800
You say...
Sacramento Approach Cessna 704MZ has Red Bluff in sight...frequency change.
That's the end of radar advisories and Center will advise you to squawk VFR.

---------------------------------Fold down page ----------------------------------------

122.4 Rancho Radio - Cessna 704MZ Student Pilot listening over 122.4 - I have RBL in sight and would like to close my flight plan CCR to RBL
123.0 RBL Unicom - Cessna 704MZ Student Pilot inbound over Corning at 2,400 Requesting traffic advisories (If no answer you say...
123.0 RBL Traffic - Cessna 704MZ student pilot inbound over Corning at 2,400 planning
to overfly prior to landing RBL
Checkout the windsock and make 45 entry for appropriate runway
123.0 RBL Traffic - Cessna 704MZ over the field at 2,400 planning a landing on _______ - report 45, downwind, base and final

Pattern Altitude 1359'

GET FUEL! GET LOGBOOK SIGNED! REVIEW NEXT LEG AND FILE NEXT FLIGHT PLAN >WITH 1-800-WX BRIEF

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123.0 RBL Traffic Cessna 704MZ Student Pilot departing ________enroute STS
122.4 Oakland Radio (Rancho) - Cessna 704MZ Student Pilot - listening on 122.4
Open my VFR flight plan from RBL to CCR off at _________after the hour
132.2 Oakland Center - Cessna 704MZ "request"
Cessna 704MZ is a Cessna 150/U VFR RBL to STS at 4,500 Request traffic advisories
SQUAWK #___________

Lisa you may be too low to contact center at this altitude. If they don't answer climb to 6500 or even 8500. Just plan your slow descent shortly after passing Clear Lake.
You say...
4MZ is descending out of (present altitude for lower altitude
Center says...
4MZ you are descending below my radar coverage frequency change approved squawk VFR
You say...
4MZ squawking VFR

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120.55 (STS ATIS Pattern altitude 1125')
118.5 STS Tower - Cessna 704MZ student pilot 4 miles east of Healdsburg at 2300
landing with_______
Request straight in 14 will report 2-mile final showing a light) count two runway lengths over the ground to figure the 2-miles or
Request direct entry to right downwind 32 will report abeam the tower

121.9 STS Ground - Cessna 704MZ (student pilot)- clear of ________request progressive taxi assistance to transient parking -

GET LOGBOOK SIGNED!

Phone me at 925 376-5875 and I will drive to the airport. Gene

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Santa Rosa ground Cessna 704MZ student pilot transient parking with ______ request progressive taxi to 32/14/19 runup area.

Santa Rosa tower Cessna 70l4MZ student pilot ready 32/14/19 request on course Concord

122.35 Oakland Radio - Cessna 704MZ student pilot with "position report" listening on
122.35
Cessna 4MZ is on VFR flight plan RBL STS CCR off STS at _________after the hour) (Estimate CCR at ___after the hour (Takes 35 minutes)

----------------------------------------fold page under -------------------------------------
Fly at 2800' until Benicia
124.7 CCR ATIS
122.35 Oakland Radio Cessna 704MZ student pilot listening 122.35 over. Cessna 704MZ Benicia at 2300. I have Concord in sight close my flight plan RBL STS CCR

119.7 CCR Tower - Cessna 704MZ - student pilot - Benicia at 2300 with __________ Request left downwind 32R, will report left downwind.
Just fly down the bridge and follow the freeway until abeam the airport and turn right for downwind toward right side of Mt. Diablo
OR
Request right base 19R, will report 2 mile base
Fly down the freeway until abeam the refinery turn left to 100 degrees and report two mile base showing a light. Fly past the white tanks before turning final. (Don't fly toward Mt. Diablo)

121.9 CCR Ground - Cessna 704MZ - student pilot - clear of _______taxi to CFI

--------------------------------------------FOLD PAGE DOWN

I plan to check off each of these calls as I make them to be sure nothing is left undone. My biggest concern is getting back into CCR and making sure I get oriented to the correct runway. As you know, neither the airport nor the surrounding area is very familiar to me.

Application of Procedures, CCR to Nut Tree
Aircraft: Beech Sierra 9737Q
37Q--Concord Tower BS9737Q ready 32R on course Nut Tree
37Q--B 37Q request frequency change (To Travis)
37Q--Travis departure Beech Sierra 9737Q over
37Q--Off Concord at 12l00 climbing 2800 enroute Nut Tree
37Q--Readback squawk and any instructions
37Q --37Q Request frequency change Nut Tree in sight
37Q-- Readback any instructions (Squawk 1200 going to advisory frequency)
37Q--Nut Tree Unicom BS9737Q State Prison at 2800 request advisories Nut Tree

If response by Unicom or an aircraft, acknowledge and indicate that you will enter on 45 for favored runway.

If no response…

37Q--Nut Tree Traffic BS9737Q State Prison at 2800 planing overfly airport at 2100 prior to landing Nut Tree
37Q-Nut Tree Traffic B37Q circling airport at 2100 planning left-45 Nut Tree

Proceed outbound on 45 while descending, make course reversal and enter inbound on left 45 rwy 2
37Q--Nut Tree traffic 37Q on left-45 rwy 2 Nut Tree
37Q--Nut tree traffic 37Q left-downwind rwy 2 Nut Tree
37Q--Nut Tree traffic37Q left-base rwy 2 Nut Tree
37Q--Nut Tree traffic 37Q final rwy 2 full stop Nut Tree

Departure:
37Q--Nut Tree traffic BS9737Q departing rwy 2 making climbing left 270 on course Rio Vista Nut Tree

37Q--Nut Tree traffic B37Q out of 2100 leaving frequency Nut Tree

Nut Tree to Rio Vista
37Q--Travis Approach BS9737 over
After acknowledgment
37Q--Off Nut Tree out of 2100 climbing 2800 enroute Rio Vista
Readback squawk and any instructions

37Q Have Rio Vista in sight will squawk VFR frequency change
You win if they say.'"Approved as requested".

37Q--Rio Vista unicom BS9737Q Travis at 2800 request advisories Rio Vista
If no answer:
37Q--Rio Vista traffic BS9737Q Travis at 2800 planning overfly at 2100 prior to landing Rio Vista

37Q--Rio Vista traffic 37Q overhead at 2100 planning right-45 for 25 Rio Vista

37Q--Rio Vista traffic 37Q on right-45 for 25 Rio Vista

37Q--Rio Vista traffic 37Q right-downwind 25 Rio Vista

37Q--Rio Vista traffic 37Q right base 25 Rio Vista

3l7Q--Rio Vista traffic 37Q final 25 full stop Rio Vista

Rio Vista to Concord
Make full 360 in runup area while saying:

37Q--Rio Vista traffic BS9737Q departing 25 will make right-270 on course Concord Rio Vista

Optional advisory:

37Q--Over City of Rio Vista at 2300 enroute Concord leaving frequency Rio Vista

Get CCR ATIS 124.7
37Q Concord tower BS9737Q Collinsville at 2300 with ALPHA request…

For 19L/R
…straight-in will report two-mile final requesting the right
or …left base will report two mile base requesting the right

or …right base for 32R/L will report two-mile base requesting the left

37Q--37Q two-mile final for the L/R
or 37Q two-mile left-base for the L/R

or 37Q two-mile right base for the R/L

Student Flight: Concord, SAC, Auburn, CCR 
CONCORD
ATIS 124.7 TOWER 119.7 GND 121.9 Frequencies on sheet in order as needed.

"Concord Ground Cessna 1407U Student Pilot East ramp taxi with ATIS"
"Concord Tower Cessna 1407U Student Pilot ready on the right/left request:

32R – right crosswind departure on course Sacramento Executive"
19L – left downwind departure on course Sacramento Executive"

AT Reservoir
 "07U request frequency change"

During your learning phase you should make as many full-stops as you can. Read the bulletin boards. Talk to the locals You cannot make such a stop in less than 30 minutes. One pump of the throttle to start a hot engine after shutdown. On a hot day don't even use one pump. Read up on starting flooded engines. If an engine is not starting by the time six-blades have passed, it is not going to start without some changes.

122.35
"Oakland Radio, Cessna 1407U Student Pilot listening 122.35 or (122.50)"
"Cessna 1407U open VFR flight plan Concord to Concord via Sacramento Executive and Auburn off at _______ after the hour"

TRAVIS AFB - 119.9
"Travis Approach Cessna 1407U Student Pilot over" "Cessna 1407U, Cessna 172, two north Concord VOR out of two thousand for two thousand eight hundred en route Sacramento Executive request VFR advisories"
"07U contact Norcal Approach on 125.25
"07U going to 125.25

Radar facilities know nothing about your flight plan. Generally the transponder code tells all the other radar specialists where you are going. Concord's new radar "Bright' like a TV screen does not have ability to assign or change your transponder code. Antenna is on Mt. Tamalpias.

NORCAL APPROACH - 125.25
"Norcal Approach Cessna 1407U Student Pilot at (altitude)  landing Sacramento Executive with ATIS"

"Norcal Approach Cessna 1407U have Sacramento Executive in sight"

SACRAMENTO EXECUTIVE
ATIS – 125.5 TOWER – 119.5 GND – 125.0
"Sacramento Executive Tower, Cessna 1407U, student pilot (location) at (altitude) :

Use DME for distance from VOR and be aware that instrument traffic is usually at 1500' Depending on wind you can get either l/r downwind to rwy 2, a straight in to 20 or a left base to 30. Tell ground you want to taxi to the base of the tower. Take first taxiway. Turn left into the FBO office just inside the door and have someone note your arrival at SAC. Bathroom is downstairs to your right. full stop taxi back with ATIS" Better to do as I suggest so next time you can take your wife to the restaurant. Nice.

Taxiing out can be tricky. They have a divided taxiways take the right one going out. Use airport diagram in Blue Book. If in doubt request, "Progressive taxi instructions".
- will report right downwind for 20
- request right base for 12 will report two mile base, Seldom used. 30 is more likely.
- request right base for 16 will report two mile base,

• request straight in for 2 will report two mile final
• Contact Rancho Radio on 122.3 and give position report (SAC Exec)

SACRAMENTO EXECUTIVE TO AUBURN
Ground will/may give you squawk and frequency for approach.
"Sacramento Executive Tower Cessna 1407U Student Pilot ready 20 request left downwind departure on course Auburn"
"Sacramento Executive Tower 07U request frequency change" (119.1) (They may start you on 127.4 first.
"Norcal Approach Cessna 1407U Student Pilot over"
"Norcal Approach Cessna 1407U, Cessna 172 2 northeast (North) Sacramento

Executive off at (altitude) climbing 3500 on course Auburn request VFR advisories"
"Norcal Approach have Auburn in sight"
Watch for tip of Folsom Lake for knowing when to turn on 45 entry or ask for vector before going to 122.7. The airport will appear as a straight brown line on top of a hill.

AUBURN (122.7)
"Auburn traffic Cessna 1407U Student Pilot five south at three-thousand five hundred planning to over-fly at three-thousand five hundred prior to landing Auburn"
(Only if you can't get an idea of which runway. 25 is most likely.)
"Auburn traffic Cessna 1407U over the field at three-thousand two hundred planning landing 25 left traffic Auburn"
"Auburn traffic 07U left 45, for 25 Auburn"

"Auburn traffic 07U left downwind 25 Auburn"

"Auburn traffic 07U left base 25 Auburn"

"Auburn traffic 07U final 25 Auburn"

"Auburn traffic 07U clear 25 Auburn"

(Best airport restrauant I know of. Get someone, anyone to verify your arrival. Parking is uphill near runway.)

"Auburn traffic Cessna 1407U Student Pilot departing 25 for straight out departure"
Read the signs: Make slight left turn as recommended.) In their wisdom they built a convalescent home just off the end of the runway. Always talk to the locals every chance you get.

AUBURN TO CONCORD
You will start on 119.1
"Norcal Approach Cessna 1407U Student Pilot over"

"Norcal Approach Cessna 1407U, Cessna 172 two south Auburn at two-thousand five hundred climbing four thousand five hundred on course Concord"

Your squawk code will indicate that you are VFR and your destination. Expect to be handed off to NORCAL 125.25 and TRAVIS on 19.9 but could be 126.6. On a radar to radar handoff, you readback name of ATC and the handoff frequency given while writing it down. When you make contact you give your identification and altitude.

"Norcal Approach Cessna 1407U Student pilot level four-thousand five-hundred

On handoff: "Travis Approach Cessna 1407U Student pilot level 4500 descending 1800 en route

"Travis Approach Cessna 1407U Concord in sight request frequency change.

"Oakland Radio Cessna 1407U Student Pilot listening 122.35"

"Cessna 1407U VFR Concord to Auburn to Concord I have Concord
in sight close flight plan"

CONCORD
ATIS 124.7 TOWER 119.7 GROUND 121.9 FUEL 122.95
"Concord Tower Cessna 1407U Student Pilot two north Pittsburg Stacks at two-thousand three hundred:
request right base 32 will report two mile base full stop with ATIS
or
Request straight in 19 will report two mile final full stop with ATIS"

"Concord Ground Cessna 1407U Student Pilot clear the left/right taxi east ramp via ______"

"PSA Unicom Cessna 1407U NRI Flying Club Delta ? request top-off. standing by.

CCR to Modesto and Back
CCR-Modesto Radio Frequencies
Com 1         Com 2          Nav 1            Nav 2

121.9         ATIS 124.7    114.6/110     115.2/185cp
119.7         
122.35FP
                                                              115.2/165cp
122.0
123.85        122.65 PR                           11l6.0/ cp
                   ATIS 127.7
122.1……………………114.6 fp
125.3
121.7

Modesto-CCR Radio Frequencies
121.7            127.7             114.6/290
125.3
121.1……………………...114.6 fp
123.85           122.0                                116.0cp
                                                               115.2cp
                       122.65pr                          115.2cp

124.7              122.35fp
119.7
121.9
122.95

What to Say When
119.7 CCR Tower
"999 requests frequency change."
122.35 Oakland FSS (Mt. Tam RCO) - to open our Flight Plan
"Oakland Radio, Cessna 21999, listening 122.35, over."
"999Open my flight plan Concord to Modesto, off at 52 after the hour."
122.0 Flight Watch
"Oakland Flight Watch, Cessna 21999, Concord VOR."
"Could you give me the present weather at Modesto?"
122.65 Rancho RCO FSS (Manteca VOR) - to give a Position Report
"Rancho Radio, Cessna 21999, listening 122.65, over."
"Position Report, 999 is a Cessna 150, Byron, 03 after the hour, 2,700, VFR Concord to Modesto, weather clear."
123.85 Norcal Approach (Radar)
"Norcal Approach, Cessna 21999, over."
"999 is a Cessna 150 Brentwood en route Modesto 2,700 for advisories."
ATC: squawk 4205
"4205, 999"
ATC: traffic 3 o’clock, 4 miles, 2,700
"Negative traffic’"
ATC: traffic 3 o’clock, 2 miles, 2,700
"Negative traffic, will accept vectors."
Later: "999 has Modesto in sight, request frequency change."
122.1R Rancho FSS to close our Flight Plan
"Rancho Radio, Cessna 21999, listening 114.6, over."
"999 would like to close our flight plan. We have the airport in sight.
Return Flight
125.3 MOD Tower
"999 requests frequency change."
122.1R Rancho FSS to open our Flight Plan
"Rancho Radio, Cessna 21999, listening 114.6, over."
"999 Open my flight plan Modesto to Concord, off at 52 past the hour."
122.0 Flight Watch
"Oakland Flight Watch, Cessna 21999, Modesto VOR."
"Could you give me the present weather at Concord?"
122.65 Rancho RCO FSS to give a Position Report
"Rancho Radio, Cessna 21999, listening 122.65, over."
"Position Report, 999 is a Cessna 150, Clifton Forebay, 03 after the hour, 2,700, VFR Modesto to Concord, weather clear."
122.35 Oakland FSS (Mt. Tam RCO) - to close our Flight Plan
"Oakland Radio, Cessna 21999, listening 122.35, over."
"999 Please open my flight plan Concord to Modesto. We have the a/p in sight."

Class C into Oakland
I have the Class C procedure for a flight to Oakland, CA on my web site The layout of Oakland allows you to use Norcal Approach on 120.9 or 127.0 and well as going direct to OAK tower on 118.3. Knowing how to know where you are in relation to the airspace requirements determines which frequency to use.

If you don't know, make an early call giving your location and ATC will help you get things sorted out. Depending on the day of the week and time of day any one of frequencies might be preferred when you call. Listening on the frequency for a minute or so might give you a clue..

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