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Say Again, Please – Guide to Radio Communications

Sixth Edition

by Bob Gardner

Aviation Supplies & Academics, Inc.

7005 132nd Place SE

Newcastle, Washington 98059-3153

asa2fly.com

©1995–2019 Aviation Supplies & Academics, Inc.

All rights reserved. No part of this publication may exist reproduced, stored in a retrieval system, or transmitted in any class or past whatever means, electronic, mechanical, photocopy, recording or otherwise, without the prior written permission of the copyright holder. While every precaution has been taken in the training of this book, the publisher and Bob Gardner assume no responsibleness for amercement resulting from the use of the information independent herein.

The flight and radio talk examples used throughout this book are for illustration purposes only, and are non meant to reflect all of the possible incidences and communications that may occur in actual flight, nor does the author advise by using existing facilities that the flight example given covers all possible parameters of an bodily flight to or from those facilities. The airport photographs and chart excerpts are not for navigational purposes; refer to the current charts and the Chart Supplement U.South. when planning your flight.

ASA-SAP-6-EB

ISBN 978-1-61954-775-ix

Photo and Analogy Credits: Aeriform views of Washington State airports, courtesy Washington Country Department of Transportation, Aviation Sectionalization; p.viii, Jim Fagiolo; p.2-two, p.2-iii, courtesy Garmin; p.two-5 through ii-12, Telex Communications, Inc.; p.two-10 (summit), Aloft Technologies; p.2-xi (left), Sigtronics; p.2-13 (top) King Silvery Crown; p.ii-13 (lesser), Terra; p.ii-15, Narco Avionics; p.2-17, courtesy Garmin; p.3-ii, 3-4, iii-7, 6-one, x-3, Bob Gardner; p.three-fourteen, Henry Geijsbeek; p.6-9 Olympia airport guide, courtesy Airguide Publications, Inc.

Comprehend Photograph: Jay Stilwell

Virtually the Writer

Bob Gardner has long been an admired fellow member of the aviation community. He began his flying career every bit a hobby in Alaska in 1960 while in the U.S. Coast Guard.

Bob's shore-duty assignments in the USCG were all electronic/communications based. He served in the Communications Partitioning at Coast Guard Headquarters and was Primary of Communications for the Thirteenth Declension Guard District. He holds a Commercial Radiotelephone Operator's license and an Advanced Class Amateur Radio Operator'due south License.

By 1966, Bob accomplished his Private land and sea, Commercial, Instrument, Teacher, CFII and MEL. Over the side by side 16 years he was an instructor, charter pilot, designated examiner, freight dog and Director of ASA Ground Schools.

Currently, Bob holds an Airline Ship Pilot Document with single- and multi-engine land ratings; a CFI certificate with instrument and multi-engine ratings; and a Ground Instructor'south Certificate with advanced and instrument ratings. In addition, Bob is a Golden Seal Flight Instructor, has been instructing since 1968, and was awarded Flight Teacher of the Year in Washington State. To peak off this impressive list of accomplishments, Bob is also a well-known author, announcer and airshow lecturer.

He tin can be contacted on the Internet at bobmrg@comcast.net.

Books by Bob Gardner:

The Complete Private Pilot

The Complete Private Pilot Syllabus

The Complete Multi-Engine Pilot

The Consummate Advanced Pilot

Software and Audio Review by Bob Gardner:

Communications Trainer

Introduction

We alive in a technological age. It is possible to wing without radios or electronic aids to navigation and rely solely on the Mark I eyeball, merely in that location is no question that prophylactic is enhanced when pilots tin locate one another across visual range. The avionics industry continues to provide pilots with improved products which brand advice easier and more reliable, simply engineering alone is not enough—the user must feel comfortable with the equipment and the system.

Nosotros all feel comfy with the telephone, and an increasing number of pilots experience comfortable with radios that operate in the denizen'south or amateur radio bands. Nevertheless, if there is a controller on the other finish of the conversation many pilots freeze upwards. The goal of this book is to increment your comfort level when using an aircraft radio by explaining how the system works and giving examples of typical transmissions.

A brief discussion of explanation. I am a flying teacher, and flight instructors talk, and talk, and talk. It is impossible for me to shut off my flying instructor instincts and catechumen myself totally into a author. You lot volition pick up on this right away because I repeat myself. Over 30 years of instructing I have learned that if something is repeated in different contexts it will be remembered, so yous can count on the aforementioned information showing upwardly in more one chapter. That is not sloppy editing or abandon, information technology is expert instructional technique. Too, some types of airspace change classification when the tower closes down or the weather observer goes home—there will be some overlap every bit I discuss each state of affairs in the affiliate on each blazon of airspace.

Conventions

I will not spell out numbers in this text; the AIM says that numerals are to exist pronounced individually: 300 is spoken as iii goose egg zero, rail 13 as track one iii, etc. I know that I can count on you lot to make the mental conversion. Altitudes are handled differently, as you will learn in Chapter 3. Also, controllers do not say degrees when assigning courses and headings, so neither will I.

In radio advice, the different classes of airspace are spoken as their phonetic equivalents (once again, see Chapter 3), without the discussion class:

Cessna 1357X is cleared to enter the Charlie surface area…

In the text, yet, they volition be referred to as Class B, Class G, etc.

Editor'due south Notation

The examples of radio talk betwixt pilots, controllers and other communications facilities in this text are printed in a bold and italics, non-serif typeface. These are also identified by small labels, which are sometimes abbreviated, as visual aids to the reader to prove who is talking. Definitions for these labels tin exist establish in Appendix A, Communications Facilities.

Example:

Pilot Cessna 1357X requests rail 23.

Acknowledgements

The author wishes to acknowledge the assistance of the following experts in reviewing the text for accuracy and completeness:

Suzanne Alexander, Manager, Boeing Field Tower

Jim Davis, Plans and Procedures, Seattle-Tacoma TRACON

Terry Hall, American Avionics, Seattle

Mike Ogami, Seattle Automated Flight Service Station

Annotation nearly the examples used in this volume:

The National Helmsmanship and Space Administration (NASA) commissions contractors to search the NASA database for lessons to exist learned from accidents and airplane pilot reports. Also, NASA publishes Callback, a costless monthly newsletter that provides its subscribers with selected incidents from the Aviation Safety Reporting Organisation (ASRS). Except for those few cases where I received an anecdote direct from an ATC controller, the examples in this volume come from NASA sources.

If you want to receive Callback, simply send your address to ASRS, Box 189, Moffett Field, California, 94035 or view online at:

http://asrs.arc.nasa.gov/publications/callback.html

If y'all want to hear and see this volume in action, check out the Communications Trainer (order number ASA-ESAP) software product, which besides includes an Audio Review so you can heed to many more examples of communication exchanges on your home or motorcar stereo.

Chapter 1

The ABCs of Communicating

The Airplane pilot-Controller Partnership For Safety

Aviation advice is a squad attempt, not a competition between pilots and controllers. Air traffic controllers are only as anxious as y'all are for your flight to be completed safely. They will cooperate with you whenever they can exercise then and still remain consistent with safe. They are not the equivalent of the stereotypical law enforcement officer simply waiting for you to do something wrong. They hate paperwork every bit much as anyone, and filing a violation against a pilot starts an avalanche of forms and reports. On the other hand, they have a tremendous corporeality of responsibleness and can be severely overloaded with traffic; that means you can't expect a controller to ignore everyone else in order to requite you special treatment.

Inherent in the teamwork concept is equality. Yep—controllers can and volition give you instructions that you must follow (unless information technology is dangerous to practise then), but they are not aviation police with books of tickets just waiting for y'all to make a mistake. They are on your side. Similar all of the states, they have bad days, so don't read likewise much into a controller's tone of vocalization. And don't ask for permission (i.east., do non employ the give-and-take permission). That sets my teeth on edge. Instead merely say, for example, Asking taxi instructions; Request 10 degrees left for weather; Request direct Bigtown Municipal…and the like.

Many pilots are reluctant to use the radio because they experience that they are imposing on the controller. They should put themselves in the controller's seat: There are 20 targets on the scope and the controller knows the altitude, form, and intentions of xix of them because they are on musical instrument flying plans or are receiving radar flying following services. For the 20th target, the controller knows but its altitude and nowadays direction of flight (VFR flight plans are not seen by the air traffic control organisation). Will that target alter distance and/or class and create a conflict? There is no way for the controller to know, and thus the unknown target imposes a greater workload on the controller. Don't be that target.

Many pilots are reluctant to interact with ATC because they don't want to bother the controller. Controller's pay levels are based in part on traffic count, and then by declining to communicate you hit the controller in the handbag. They welcome your telephone call.

Doing Things by the Book

The controller's actions are bound by FAA Handbook 7110.65, the Air Traffic Control Handbook. This publication tells controllers exactly what phraseology to apply in nigh every situation, and woe to the controller who has had a sideslip of the tongue when he or she sits down with a supervisor to jointly monitor tapes during a quarterly evaluation. That is not to say that the controller operates in a procedural straitjacket. If you don't understand what a controller has said, or do empathize but don't know what you are being told to exercise, just say I don't understand, or words to that consequence. The controller won't be out pounding the pavement, since the intent of the communication was to extend a helping hand and make your life a little easier.

As a pilot, yous do not accept a manual of canned phrases that are expected to meet every state of affairs. The Aeronautical Information Manual contains a section on communication procedure, and if you read it (and you should) you will receive guidance on the best way to go your message across to the controller.

Both the Aeronautical Information Transmission (AIM) and the Air Traffic Control Handbook contain the Airplane pilot/Controller Glossary. The intent of the Glossary is to ensure that certain words have the same significant to both the pilot and the controller. Before yous ask your instructor a question similar What does 'resume own navigation' mean? await it up in the Pilot/Controller Glossary. There are very few terms used in normal aviation communication that do not appear in the Glossary.

Figure 1-1. AIM and ATC Handbook

An historical sidelight: The Airplane pilot/Controller Glossary didn't exist before 1974. It became apparent only later on a major airline accident that some phrases meant one thing to controllers and something entirely dissimilar to pilots, and the glossary was born. A very good reason for you to familiarize yourself with the P/C Glossary in the AIM.

Can't We All Just Become Forth?

An important role of the teamwork concept is negotiation. Many pilots, both novices and old hands, recollect that a directive from an air traffic controller must be obeyed without question. Those pilots have forgotten that the Federal Aviation Regulations make the pilot-in-command of the airplane solely responsible for the safety of the flight. A controller cannot direct you to practise something that is unsafe or illegal. You must recollect that you lot are almost e'er in a better position to determine the safety of a given activity than is the controller.

For instance, let's presume that you lot are flight in Class B airspace (to be defined later). In that type of airspace the controller can give y'all specific altitudes and/or headings to wing; you are required by xiv CFR §91.123 to comply with those instructions. When the controller says Plow right to 330 and you tin can run into that to do and then would accept you too close to a deject, it becomes your responsibility to say Unable due to weather condition. After all, the controller tin can't come across clouds on the radar screen and has no fashion of knowing that yous would be turning toward a deject. 14 CFR §91.3 says that you are the final authorization every bit to performance of your aircraft and this dominion supersedes all others.

Another example: Yous have just touched downward on the track and the controller says Turn right at the next taxiway. If you are rolling too fast to make the turn without wearing a big flat spot on your main landing gear and overheating the brakes, it is your responsibility to say Unable. If you are really busy with the airplane, don't say annihilation until yous can reach for the microphone without losing directional control.

Other situations where negotiation might exist used include being assigned a landing runway that requires a lot of taxiing to get to your destination or, in low-cal winds, a difference rails that takes you in a management that y'all don't want to go. Simply say,

Pilot Cessna 1357X requests runway 23

(instead of runway 14, for example). If the change tin can be accomplished without affecting either your safety or that of other flights, your request will exist granted. There are most as many exceptions to the rules every bit there are rules, only too many pilots merely go by the rules without attempting negotiation.

Mike Fear

We are all agape of saying the wrong thing, especially when dozens of other people are listening. Aviation magazines ofttimes print stories of humorous communication mistakes or misunderstandings. In aviation, it is far more important to say something than to keep serenity and proceed into a potentially tight state of affairs—especially when traveling at ii miles a infinitesimal.

Call-in talk shows are quite common on both radio and television, and the callers are in the same situation equally you are when you pick up the microphone in your plane as a beginning-time caller—thousands of people volition exist able to hear their er'south and uh's. The difference is that their prophylactic and that of others does not depend on their making that call—yours does.

Technobabble Not Spoken Here

(CTAF)—ask one of the local pilots if you aren't sure what the CTAF for that airdrome is. You lot will hear a dozen airplanes reporting that they are landing or taking off on runway 14 (for example), and so a strange vox volition come up on the frequency and ask What runway is in use? That pilot hasn't learned to listen.

Note: Advisory Round 90-42F contains instructions for communication at airports without command towers.

That VHF receiver is your all-time source of data on how to communicate as a pilot. Get a re-create of the Chart Supplement U.South., which contains the Airport/Facility Directory (A/FD) for your expanse and wait up the frequencies that are used by the local airports and air traffic control facilities. Await in the Chart Supplement'southward Section four for Air Route Traffic Control Middle (ARTCC) frequencies, then tune in and mind to how the airliners communicate when en road. You will hear lots of good examples and a few alarmingly bad examples. You may not exist able to hear both ends of the communication unless you live within line-of-sight altitude of the ground station's antenna, but a visit to a local belfry-controlled airport will eliminate that problem.

When you are surfing the web, spend some time at www.liveatc.internet. On your computer, you will exist able to listen to controller-aircraft traffic at a number of facilities nationwide and internationally.

While you are at your estimator, become to www.faa.gov and click on Regulations and Guidance in the right cavalcade. Then click on Orders and Notices. That will lead you to FAA Society 7110.65, the Air Traffic Control Handbook. This directive tells controllers what to say and how to say it, and they are required to follow its dictates. This is important to y'all considering yous will encounter that controller transmissions follow a fixed format for each situation; only things similar headings, altitudes, and facility names change. With this in listen, you volition know what to expect in each situation. Notwithstanding, if it becomes apparent to the controller that the approved phraseology is not getting through to you, he or she is gratis to use patently language. By the aforementioned token, you are gratis to say, I don't understand what y'all want me to do if that is the case. Nearly of the ATCH will not utilise to yous, just read it anyway…it is a treasure trove of information.

No matter what your teacher says, you lot can't say something incorrect on the radio. Read AIM iv-2-i; in information technology, you will find this gem: Since concise phraseology may not ever be adequate, use whatever words are necessary to get your message across. With experience, we all grab on to the lingo, but failure to use specific phraseology is non a big deal. The Airman Certification Standard for Private Pilot does require the bidder to use standard phraseology but a quick await at the AIM reveals that while information technology tells you how to report headings, altitudes, and speeds, and provides the phonetic alphabet for pronunciation of letters and numbers, there is not much required phraseology. Read Advisory Circular 90-42F every bit a improve source of data for this.

You might desire to take a look at world wide web.asf.org/askatc. This site offers pilots the opportunity to enquire controllers any and all questions nearly communications. You practice not have to be an Air Safe Foundation member to access this site. The ASF also has a gratuitous programme called Say it Correct, available at world wide web.asf.org/courses. In it are illustrated many, if not all of the lessons in this volume.

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