Yeah, items such as closed taxiways or temporary obstructions are well important.
I do wish they'd update it more frequently. Thus far, the hour old SQL ATIS with winds which have since shifted and what not seems to get real old real fast. Of course, this doesn't apply to any other situation.
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Originally posted by brianw999...and concerning scanners. If you come to the UK it is one of only a couple of countries where listening to the airband is illegal !
Doesn't mean spotters/photographers don't use them of course but that is the law.
I am, quite naturally, a VERY law abiding citizen and would therefore never, EVER even CONSIDER using my Sportcat scanner, which I don't own of course, to listen to airband transmissions.
What a pile of boŁŁocks some of our laws are, eh ?
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...and concerning scanners. If you come to the UK it is one of only a couple of countries where listening to the airband is illegal !
Doesn't mean spotters/photographers don't use them of course but that is the law.
I am, quite naturally, a VERY law abiding citizen and would therefore never, EVER even CONSIDER using my Sportcat scanner, which I don't own of course, to listen to airband transmissions.
What a pile of boŁŁocks some of our laws are, eh ?
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Originally posted by Rjuncker
So strictly speaking - in todays modern world - I guess you could do without it, but I wouldn't commence an apporach in normal circumstances without getting the ATIS first.
Just my two cents worth...
We used to be inside the Air Defense Identification Zone for DC. In order to operate inside that you must be on a special flight plan, have a special code in the transponder, and be in contact with ATC right after you take off. So if you're flying single pilot (or with a student who is still learning to talk on the radios) sometimes it comes down to listening to Potomac approach and doing what they tell you, or listening to the ATIS. Every time I try to do both, ATC calls me.
Now that we're outside the ADIZ, whenever I go into BWI I'm able to take off from W29 and circle around while I get the info.
there is a lot of crap on there that we can do without though. I know there are going to be birds in the vicinity of the airport...we're right near the Chesapeake Bay.
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Items such as "Taxiway Alpha Two closed due pavement failure" can be very handy before taking the rapid exit at Alpha 2! That being said I think I use the ATIS information most on my PAs.
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Originally posted by Crunk415ballaAnd as far as the ATIS, do arriving IFR flights at a busy airport really need it? I mean ATC will give you windchecks, and obviously they've already set you up for the approach so the active runway isn't really a factor.
So strictly speaking - in todays modern world - I guess you could do without it, but I wouldn't commence an apporach in normal circumstances without getting the ATIS first.
Just my two cents worth...
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I'm not sure I agree with that statement.
In the US, you're going to get the altimeter setting when you are given a descent below the transition level. If you're already below it, you're given another setting when you check on after a hand off.
You get the runway assignment when you check on with approach control, and you get a wind check when you get landing clearance.
Also, considering that unless a special is issued, the ATIS information can be almost an hour old at times.
Maybe it is more important in other parts of the world, but about half the time I listen to it in the States, it's 30 seconds of my life I won't get back.
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The ATIS is rather important, and vital to get it correct.
Things like the wind, runway in use are of course needed when you are a little further out when planning for a runway, but around the world they put lots of info on the ATIS... QNH/QFE (A rather important one... note not all contries tell you the QNH as you pass transition, they assume you have it from the ATIS, as you have read back the identifier), if there are runway exit restrictions, airspace restrictions, required reports, reduced runway length, braking action, etc.
All things I'd like to know about!
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not sure exactly when i'll be there...sometime in November. thanks for all the help guys!
-Chris
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Yes, controllers get very testy when you don't have the current ATIS.
I agree with you though. It's a bit ridiculous.
One flight I wrote down everything on the ATIS except for the freakin' code. The controller (clearance delivery) asked if I had the current ATIS, then demanded the code even though I told him I had gotten it. He refused to give me my clearance, so I read back the entire ATIS transmission, then said that must mean the code is "Foxtrot Uniform". My clearance was promptly delivered.
As far as your trip, you'll be fine listening mostly to the tower. That will give you the best heads up on what's going on. You'll want to spend some time listening to all of it, but tower will be best while watching airplanes.
If I get rescheduled into DCA, I'll try to holler at you if you tell me when you'll be there. I do have one trip in there next month.
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No, Chris, don't worry. Scanners are totally legal in the U.S. I never go to the airport without mine. Even when I fly out of SQL, I always have my scanner running before we get in the plane.
And as far as the ATIS, do arriving IFR flights at a busy airport really need it? I mean ATC will give you windchecks, and obviously they've already set you up for the approach so the active runway isn't really a factor.
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actually i'm going to be at Gravelly Point doing some spotting. so i would probably need potomac approach/departure. sorry for the confusion. and wouldn't they shoot me if i brought the scanner into the airport?
-Chris
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Originally posted by z740ATIS: 132.65
WASHINGTON GROUND: 121.7 257.6
WASHINGTON TOWER: 119.1 120.75
CLEARANCE DELIVERY: 128.25
POTOMAC APPROACH: 119.85 124.2 128.35
POTOMAC DEPARTURE: 118.95
And the others, well if you're only going to be in the airport, you won't have much use for those.
I've left the ones that I think you'll get the most use out of, and once you actually get in the airplane, if you can just follow along with your own airplane's coms, then you can jump from frequency to frequency with them.
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UNICOM: 122.95
ATIS: 132.65
WASHINGTON GROUND: 121.7 257.6
WASHINGTON TOWER: 119.1 120.75(HELICOPTERS) 257.6
POTOMAC APPROACH: 119.85(WEST) 124.2(EAST) 128.35(19,000' DOWN TO 3000' SOUTHEA
POTOMAC DEPARTURE: 118.95(WEST 9500' & BLO) 121.05(WEST 10,000' UP TO FL 230) 125.65(EAST 9500 ' & BLO) 126.55(EAST 10,000' UP TO FL 190)
CLEARANCE DELIVERY: 128.25
PRE-TAXI CLEARANCE: 128.25
CLASS B: 119.85(WEST) 124.2(EAST)
EMERG: 121.5 243.0
FINAL-APCH: 118.3(EAST)
FINAL-APCH IC: 124.7(WEST)
WX AWOS-3 at VKX (7 nm SE): 112.80
WX AWOS-3 at CGS (9 nm NE): 121.225
WX AWOS-3 at FME (19 nm NE): 123.925
WX AWOS-3 at GAI (20 nm N): 128.275
are the bold ones the ones that i need?
-Chris
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THen just look for the tower frequencies, or ground if you'd like to know what's happening on the ground.
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