Helicopter IFR Technique: Communications – Checking In with Departure, Approach, or Center
When checking in with Departure, Approach, or Center, include your call sign and assigned altitude. If you are climbing or descending, also include your present altitude.
The Aeronautical Information Manual (AIM) specifically recommends reporting the assigned altitude preceded by “level,” “climbing to,” or “descending to.”
Even though it is recommended by the AIM, I have found the word “level” to be unnecessary. If I state only one altitude without preceding it with “climbing” or “descending,” the controller understands that it is both my present and assigned altitude.
Similarly, I generally omit the word “to.” Because there is no audible difference between “to” and “two” on the radio, simply saying “climbing” or “descending,” followed by the assigned altitude, has resulted in cleaner communication for me over the years.
This is a personal technique rather than the phraseology recommended by the AIM.
Some examples of how I prefer to check in:
“Seattle Center, NXXXAB, six thousand.”
“Portland Departure, NXXXAB, one thousand, climbing five thousand.”
“SOCAL Approach, NXXXAB, five thousand three hundred, descending four thousand.”
During my initial training, the script I was given also included the words “with you.” For example:
“Seattle Center, NXXXAB, with you, level six thousand.”
I later realized that “with you” adds nothing. By answering my call, the controller confirms that two-way communication has been established.
Shortly after takeoff from a towered airport, Tower will normally switch you to Departure or Center. At a non-towered airport, you should establish contact as soon as practical after departure, consistent with your clearance, cockpit workload, terrain, and radio coverage.
There may be times, however, when delaying the initial call by a few seconds allows you to combine your check-in with a request—and avoid an additional transmission.
Departing Astoria, Oregon, provides an example.
In my experience, Seattle Center will not assign an altitude below 4,000 feet when departing KAST because 4,000 feet is the minimum IFR altitude directly over the airport. However, after departing Runway 32 on the Astoria Three Departure, the aircraft makes a slight left turn at 400 feet AGL and joins V112. The minimum en route altitude for that segment of V112 is 3,000 feet.
If I am trying to remain low to avoid icing at 4,000 or 5,000 feet—a frequent concern in the Pacific Northwest—I may delay my initial call for a few seconds until I am established on V112. That allows me to check in from a position where Center may be able to approve 3,000 feet.
The call might sound like this:
“Seattle Center, NXXXAB, one thousand two hundred, climbing four thousand, established on Victor 112, request three thousand to remain below icing.”
That single transmission tells the controller my present altitude, assigned altitude, position on the route, requested altitude, and reason for the request.
When checking in with the controller who will provide your approach clearance, it is helpful to have the current weather, ATIS when available, and refreshed NOTAMs before making the call.
I have flown helicopters with less-than-outstanding radio reception. In some cases, receiving ATIS or ASOS required turning off the squelch and listening through static to decipher the broadcast. It is not pleasant, but it reduces the controller’s workload, limits unnecessary radio traffic, and allows for a more complete initial call.
Receiving the weather in advance also allows you to immediately request the approach you want and provide any information relevant to the remainder of the flight.
Here is an example check-in during a training flight:
“Portland Approach, NXXXAB, five thousand, information Alpha, request vectors for the RNAV Runway 28, published missed, one turn in holding, then IFR to Astoria.”
If you do not report receiving the weather, the controller will often ask if you have it or instruct you to report when you do. Even after you report the current ATIS, the controller may confirm that you have received a particularly important NOTAM, such as an FDC NOTAM affecting the approach. Ideally, you have reviewed it and can simply respond, “Affirmative.”
If you are flying an aircraft that routinely conducts instrument training, the controller may also ask whether the approach will terminate in a full stop. They want to determine what you will need next.
Surprises make it more difficult for controllers to accommodate your requests.
One complete initial call can answer several questions, eliminate multiple transmissions, and help the controller build your plan into the flow of traffic.