For US student pilots
Class C airport radio calls: Approach first, then Tower
A Class C airport has a tower and a radar approach control, and the difference from Class D is who you call first. You talk to Approach before you reach the airspace, get sequenced, and are handed to the tower. You need a transponder, and the same rule applies at the boundary: no entry until a controller has answered with your call sign.
What Class C needs from you
Two-way radio, an operating transponder with altitude reporting and ADS-B Out unless ATC says otherwise, and two-way communication established with the facility providing Class C service before you enter, maintained while you are inside (AIM 3-2-4 c 2, c 3). No particular pilot certificate is required (c 1).
The call to Approach
The AIM says what to give: your position, altitude, transponder code, destination, and a request for Class C service, on the published approach frequency, far enough out that you cannot enter before communication is established (AIM 3-2-4 c 3). Class C usually reaches ten miles from the field, so call at twenty or more. Listen to the ATIS first and say the letter.
NorCal Approach, Cessna Three One Six Zero Foxtrot, one five miles north of Stockton, four thousand five hundred, squawking one two zero zero, with Information Golf, landing Stockton, request Class Charlie service.
Established, or not
“Cessna Six Zero Foxtrot, standby” establishes communication and you may enter (AIM 3-2-4 c 3, note 1). “Aircraft calling NorCal Approach, standby” does not, and you may not (note 3). If workload is high the controller will tell you to remain outside the Class C until services can be provided (note 2). Expect a discrete squawk; read it back, ident only when asked (AIM 4-1-20 d).
Cessna Six Zero Foxtrot, NorCal Approach, squawk four six one two, remain outside the Class Charlie airspace and standby.
Squawk four six one two, remaining outside the Class Charlie, Cessna Six Zero Foxtrot.
What you get once you are in
After two-way communication and radar contact, every VFR aircraft is sequenced to the primary airport and given Class C services inside the airspace and the outer area, with separation from IFR traffic (AIM 3-2-4 d, e). You will be given headings or a pattern entry to fit the sequence; read back headings and altitudes with your call sign (AIM 4-4-7 b).
The hand-off to Tower
Approach tells you when to change: “contact Stockton Tower one two zero point three”. Read it back, switch, and make a short call: the tower already has your details from Approach.
Stockton Tower, Cessna Six Zero Foxtrot, five miles north, three thousand, with Golf.
Departing a Class C
From the primary airport, you establish and keep two-way communication with the tower and then as instructed (AIM 3-2-4 c 4 (a)); the tower usually hands you to Departure after takeoff. From a satellite airport without a tower inside the Class C, contact the approach control as soon as practicable after departing (c 4 (b)). Keep the speed at or below 200 knots within four miles of the primary airport at or below 2,500 feet (c 5), which no trainer will trouble.
Airspace classes & what you must do on the radio
US airspace is by class. The radio requirement rises with the class. [AIM chapter 3; 4-3-2; 4-4-6]
- Class B
- A clearance is required: you must hear “cleared into the Class Bravo” before entering. Expect a squawk first and “remain clear” until cleared. Mode C transponder within 30 miles of the primary airport.
- Class C
- Two-way radio communication with the approach control must be established before entry — a reply that uses your call sign. A transponder with altitude reporting is required.
- Class D
- Two-way communication with the tower before entering the surface area; initial call about 15 miles out. “Aircraft calling, stand by” does NOT establish communication — remain outside. [AIM 4-3-2 a]
- Class E surface area
- No radio requirement in VFR conditions; a Special VFR clearance below basic VFR.
- Special VFR
- A clearance to operate in a surface area below VFR minima: clear of clouds, at least 1 statute mile. Request it from the tower where there is one; state your intentions in enough detail to fit the traffic. [AIM 4-4-6]
NorCal Approach, Cessna One Seven Two Sierra Papa, one two miles south of Palo Alto, three thousand five hundred, request Class Bravo transition to San Carlos.
Flight following & radar services for VFR
A radar facility will give a VFR aircraft traffic advisories, safety alerts, limited vectors and sequencing, workload permitting. Ask for it; it is not automatic. [AIM 4-1-15, 4-1-17, 4-1-18]
- The request
- Call sign, type, position, altitude, destination, “request VFR flight following”. Keep the first call short on a busy frequency and give details when asked. [AIM 4-1-18 a 3]
- Squawk and ident
- You will be assigned a code; read it back. Ident only when asked. [AIM 4-1-20 d]
- “Radar contact”
- You are identified; the controller may add your position and the altimeter — read back the altimeter.
- Monitor the frequency
- Stay on it; tell the controller before changing altitude or frequency. [AIM 4-1-15 b 2]
- Vectors are advisory
- “Suggested heading” — you remain responsible for VFR and for terrain. Read back a heading you are given. [AIM 4-1-17]
- Ending it
- Ask to terminate, or hear “radar service terminated, squawk VFR, frequency change approved” — acknowledge, then set 1200. [AIM 4-1-15 b 2]
Call Approach with a controller who sequences you
TowerTalk's Exercise I puts you at the edge of controlled airspace with an AI approach control that answers what you say, at a real US airport, graded with the AIM paragraph.
Related
Study aid, written in our own words from the FAA Aeronautical Information Manual (Change 3, 7/9/26) and the Pilot/Controller Glossary, with paragraph references so you can check each point. Last reviewed 10 September 2026; awaiting review by a US flight instructor. It does not reproduce those documents and is not a substitute for them — always defer to the AIM, the current FAA publications, your instructor and your examiner. TowerTalk is not approved or endorsed by the FAA.