Radio Skills are 50% of Flying
Contents:
…Getting the ATIS;
…Michael's Introduction; ,,,
Ground Radio to Taxi;
…Departure Radio; …Arrival
Radio; …Non-tower
Over-flights; …Non-tower
Operations; …UNICOM;
…The Callup; …Intercoms
and Headsets; ...Beginning Basic Radio; …Radio
Procedures in Brief;...Radio Preparation;
...Taxi Call, ...Takeoff Call;
...Arrival Call; ...This
Pilot Is Assertive; Six Levels of Assertiveness;
...Talking Airplane; ...Knowing
When to Say What and How to Say It; ...Radio Instruction;
...The Call-up; ...Types of
Pilots on
the Radio; ...Don't Answer if
It's the Wrong Number;
...Precision Radio; …The Safety of
Radio Flight Operations; ...Safety Notice; ...Communication
Problems; …Communicating Problems; ...When
Asking for Help; ...Communication Faults; …Common
Mistakes; ...Radio and Traffic Awareness; ...Emergency
Location at Work; …Using the FSS; ...A
Bit of Terminology; …Stuck Mike Switch; …Emergency
Communications; …Avionics Capability; …Cockpit
Radio; …Communications Briefly; …ASOS
and AWOS; …Talking to Flight Watch; …Talking
the NEW Talk; … About Closing Your Flight Plan;
…Radio Use During a Semi-Emergency; … PIC
vs. ATC; …Appended to the 'Clearance' Discussion;
... Knowing Your Situation by Radio; …
9/11 Changes: Victor Guard & Uniform Guard
Frequencies; ...ATC/Pilot
Radio Technique (RT} Discipline; ...Revisiting
Radio Procedures; ...Antenna Basics;
...Radio Pattern and
Procedure Problems; ...Readback; ...Free
AOPA Communications Booklet; ...
Getting the ATIS
I have found that it is a tremendous advantage to be able to get the ATIS
the first time every time. I have also found, that the expense of having the
engine running is a prime motivation to listen and get the ATIS quickly and
efficiently. I have had many pilots come to me who, even with the engine off, as
you do will listen to the ATIS several times . I have received many belated
compliments for using this ATIS method from students who have gone on to IFR
copying of the ATIS and clearances.
I suggest writing the ATIS on the hand. I use a + format and let the vertical
line represent the runway. In the top left quadrant I put the "name"
of the ATIS. At the top of the + I put the runway used for takeoff and landing.
In the top right quadrant I put the wind direction and in the bottom left
quadrant I put the wind velocity. The lower right quadrant gets at least the
last two digits of the altimeter setting. These are the essentials. I may make
the vertical part of the + into a runway and draw an vector arrow to show the
crosswind direction and velocity. The other ATIS information can be observed or
noted without writing. Where an instrument runway number is always on the ATIS,
ignore it when it is not the "landing" runway..
Pilots with their heads down have rolled, unknowingly, into other aircraft while
copying the ATIS. You do not need to look down at a lap-board as you write the
ATIS. It is best to keep your head up and an eye outside the cockpit. Never,
never rely on a parking brake.
The student will benefit from getting the ATIS with the engine running at all times. The cost for time on the ground will be recovered many times over in the air. This puts economic, as well as mental pressure, on his ability to WRITE the ATIS first time it is broadcast.
Michael's
Introduction,
You will begin using the radio from the very beginning. You can make things
easier by skimming through
my radio material. Don't try to learn everything at once. We will spend
considerable time practicing before
we actually use the radio.
The first radio we use is on frequency 124.7. This is the ATIS which means
Automatic Terminal Information service. It is always sequenced the same with
far more information than you may need.
You can hear this information over the phone by dialing 925 685-4567.
First, it gives the time which in most aviation around the world is based on the time at Greenwich (Pronounced Grenich) England. Your Dad is very good at using this time system. For training purposes we will stick with local time for now.
Second, will be the wind direction. Wind is always given as from a direction to the nearer ten degrees. The degrees are always given as three separate digits.
Third, will be the wind velocity. The velocity is always given in knots per hour instead of miles per hour. One way to make the numbers easier to understand is to think that 7-knots is close to 8-mph. Go to the history section of my web site Page 6.37 and read about the following and you will know more than most pilots (show it to your Dad) … Different Miles and How They Came to Be; … It's About Time; ...Time; … Way to Go; …Measures;
Forth, will be the altimeter setting. The altimeter has an adjustment for
changes in air pressure. Since the pressure is constantly changing the
pressure and all the other ATIS information is updated hourly or more
often as necessary. The correct setting of the altimeter is very important in
every locality so that planes
will properly separated from each other.
Fifth, the ATIS gives, at Concord, the active instrument runway that is always 19R followed by the runway used for landing and departing.
Sixth, all the NOTAMS or Notices to Airmen are given that warn about situations on or about the airport
At the beginning and end of of the message one letter of the phonetic alphabet is used in sequence to identify and separate the message from all previous and subsequent messages. Hourly changes are pretty standard for changes at the 45-minute hack. More frequent changes occur as required.
.925 689-2077 is the automated weather observation system called AWOS. It is activated when the tower is closed, before 6 a.m. and after 10 p.m.
Ground Radio to Taxi
--Never transmit on the radio without practicing what to say while holding
the microphone to your lips. It does no good to practice without the
microphone. Take a deep breath and get all the words out smoothly without
pause or punctuation.
--Don't broadcast until you have mastered what and how to say everything.
--The order of words is often as important as the words themselves. For our
convenience all practice will use the ATIS as "Alpha".
…Who you are talking to...
…Who you are...
…Where you are...
…What you want...
This should come out an a smooth series of words without punctuation or
pauses. Almost every ATC communication needs to be acknowledged and sometimes
repeated back for verification. All runway assignments are to be read back
whether on the ground or in the air. A clearance to taxi lets you taxi
anywhere on the airport as long as you do not intrude on the runways in use.
Have clearly in mind where you are, where you are going, and the route to get
you there. If ever in a situation where you are unfamiliar as to where you are
or how to get where you are going on the ground advise the controller. If ever
in doubt, ask for help.
This tells the controller that you expect him to advise you where to go and
turn as you proceed. It is a sign of professional competence to admit when you
require help. It is just as important to know how to get help as it is to know
the way. You are going to be landing at many strange airports where the
ability to get timely assistance is important.
Departure Radio
After arrival at the runway, a direction of departure must be determined.
It is a good practice for the departure communication with the tower to
include "on course to (place)" and a request for a time check. This
serves as a mini-flight plan which is recorded as well an experience in noting
time. It is more specific as to direction with regard to traffic advisories.
This departure allows us a direct route if approved by ATC. We don't have to
go there, just head in that direction. Read the advisory signs at all
airports.
Practice until your call-up comes out smoothly as...
Call-up
Clearance
… into position and hold"
This clearance MUST be acknowledged since it confirms our understanding and
intention to stop in position.
We say..."85K position and hold"
We must hold until we hear...
…. cleared for takeoff on course (place) approved"
We may takeoff and proceed on course without further acknowledgment.
A possibility is ...
… hold short landing traffic"
You say...
… holding short"
Any clearance using the word "hold" must be acknowledged. (I have
taught this procedure for years, it became an FAR in 1992). This means that we
may taxi so as to clear the approach area but we may NOT cross the hold bars
to the runway.
Arrival Radio
(Airport tower) Cessna (number and position0 at two-thousand eight-hundred
with _____ request (arrival and runway) will report …(Airport) ground Cessna
(number) clear of the (runway) taxi to …
Non-tower Over Flights
If you have occasion to cross in the vicinity of an uncontrolled airport,
it is worth your while to monitor the CTAF frequency and even give sequential
reports of your altitude and position in passing. It is only through frequent
communication that everyone flying can provide and maintain situational
awareness. The radio call you make may save your life.
With the advent of AWOS and ASOS at uncontrolled airports is always a good
idea to add to your planned flights the appropriate frequencies so that you
can briefly monitor them while en route. This is the 'One Minute
Weather' that is updated every minute giving weather information superior
to anything the FSS can offer. Nice to know information should you need
to get on the ground in a hurry. Nice to know information if it shows
weather changes different from what you were told to expect. When
working through a radar facility either VFR or IFR the correct method of
advising that you have the runway information at a non-towered airport is to
state that you have the local
'One Minute Weather'
Non-tower Operation
Most midair collisions and near misses occur within a couple of miles of
non-tower airports.
UNICOM
1.) Every tower airport has a UNICOM on frequency 122.95. The callup
gives, "Airport name UNICOM, aircraft identification and request.
Commonly used to order fuel, services, or transportation. 122.95 is the
universal nationwide UNICOM frequency for TOWER fields. Only at the very
largest airports will this frequency operate on a 24-hour basis.
The UNICOM frequency is the one used
to order fuel, have a taxi waiting on your arrival, get a rental car, call
your family, or any personal request. Use it or lose it.
2) Many uncontrolled airports may offer UNICOM service on the CTAF
frequency given on the sectional. This means that there may be someone on the
field to respond to a radio call during normal working hours.
3) Giving position reports is an AIM recommended practice. NORDO
(no radio) aircraft
can't give or hear them. See and be seen is the backup procedure.
The callup
"Name of field UNICOM, aircraft identification, location, altitude,
request traffic advisories (or other request) and name of the field." If
there is no UNICOM response all further transmissions should be addressed to
"traffic".
Intercoms and Headsets
Considering that the interior of a general aviation aircraft at cruise has
a noise level at 90dB or equivalent of being within 15' of a heavy-rock band
speaker, you should do all that you can to protect your hearing. Noise at this
level will damage unprotected hearing. Damage is proportional to the duration
and intensity of the noise. Once lost hearing can never be regained by you can
protect what is left by using good intercoms and headsets. Hearing is
irreplaceable.
When you can't hear'em, you really can't hear'em. In conversation we can
lip-read the differences but over a microphone the higher frequencies between
3000 and 6000-hertz are chopped off at about 4000 hertz. Hearing difficulties
you may be having may be an equipment problem as well as a biological one.
Volume alone will not improve hearing or comprehension. Where there is a
conflict of sounds and noises we fail to hear consonants first. The use of a
noise-attenuating headset reduces the conflicting sounds. Different headsets
are better at different frequencies. Try them out in an aircraft before
buying.
Letters 'f' and 's' are most difficult to distinguish. Certain numbers such as
seven, zero and six begin with a consonant sound that a person with a high
frequency loss may not decipher. Two and three give difficulty, also. If you
have subjected your ears to loud sounds such as gun shots, rock music or
engine noise you may have temporary threshold shift. Over extended periods
such sounds damage the cochlea cilia and cause permanent threshold slips. Once
destroyed, the cilia never work again. While some hearing loss is normal with
age given reasonable protection good hearing will last a lifetime.
A common pilot fault is completely failing to hear ATC. This is usually caused
by over-absorption with the airplane. The post-landing trauma seems to occur
at the same time the tower is giving you taxi directions and frequency
changes. Usually you will be told to cross an active runway before changing to
ground frequency or to hold short and then contact ground. Traffic advisories
and sequencing seems to be unheard quite often. Acknowledge communications
where you know they are directed to you and ask about any communications where
you are uncertain.
A miscommunication either in saying or hearing may be minor or very serious.
An ATC facility may record over 100 errors per day. The number one avoidable
safety problem on a day-to-day basis is poor radio technique by pilots. A
single radio call that should take five seconds will take a minute and three
exchanges. An erroneous position report is potentially more dangerous than no
report.
Many student pilots believe that by tuning and listening to aircraft radio
communications that they will be able to improve their skills. I only wish
that this were so. On any given frequency you will hear all levels of
competence and incompetence. You are better off not to listen (to ATC
frequencies) until your own
skills have reached a level to where you can distinguish the good, bad and
ugly.
If you use a tape recorder on your flights, you must be sure that your patch
cord has the proper impedance. A Radio Shack cord with gray or black
connectors will work with a 9-volt portable system. An aircraft hard-wired
system operates on 12 or 24 volts and must have a 1-meg resistor installed to
prevent overdriving the input to the recorder. The use of a tape recorder is
the best way I know to improve learning retention. When you change what you
read and hear into your own words it becomes a part of you.
Not every shop is capable of repairing the equipment. Often only factory
repair is feasible. Radios are usually built to a technical standard order (TSO)
and only repairs to that level meet FAR requirements.
Beginning Basic Radio
Concept
As a pilot you should realize that the things you say and the way you say
them are capable of being heard by any aircraft within line-of-sight
range. Therefore, it is important that any position given and altitude
given be as accurate and precise as you can make it. Avoid using
such terms as mile, over and feet since a flying aircraft is supposed to over
something, at an altitude measured in feet and a certain mileage distance from
a place.
1999 FAA change regarding: Pilot's responsibility: FAA interpretive rule
indicates that since pilots are obligated to maintain a listening watch on
appropriate frequencies, they are also responsible for following ATC
Instructions even if not heard.
If you are supposed to be upon a certain frequency in a given airspace or
footprint you are responsible for hearing everything said on that frequency.
Talking effective airplane requires the ability to express thoughts using a
very specialized vocabulary designed for brevity using a convoluted syntax
which emphasizes clarity while requiring assumptions with the expectation that
complete and accurate information is being given and understood. Talking
airplane means that instead of writing shorthand we are talking it. Not all
pilots are equally proficient in talking airplane. Over the years some
terminology has been dropped or changed. The incorrect use of a term when used
in talking shorthand will completely change the meaning. Still, the best
advice for a beginner is, "Do not be afraid to use the wrong words."
so much of ATC procedures is 'canned' that it gets easier the longer you use
it.
The use of non-standard phraseology, antiquated vocabulary, and politeness can
inhibit the verbal and mental exchanges required in flying. The vocabulary of
modern aviation gives very special meanings to uncommon words and uncommon
meanings to special words. 'Clearance' or 'cleared' is the most common example
of this.
As any married person should know, you cannot assume that what you said was
understood or even heard on the other side. Important to you may not be
equally important to the listener. When talking airplane we must communicate
both meaning and importance. As in marriage, the failure to communicate in
flying is most often just a minor irritant. But not always. When safety is
compromised by the failure of communication, hazards are created for all
concerned. You can hear ATC better when you know what to expect. Key words for
a failure to hear are, "Say again".
The words, the sequence they are in, and even the way they are said can make
critical differences in safety. Good communication promotes cooperation. Time
critical information must be exchanged, understood, acknowledged, and
appropriately acted upon. Delay in any phase of the exchange, understanding,
acknowledgment, or action contains an inherent hazard. ATC (Air Traffic
Control) on landing may give instructions for getting off the runway and
then tell you to contact Ground Control. You are expected to know
that you do not change frequency until you have completed following the
taxiing instructions.
There is a moral quality involved in good communications. You must accept that
the most likely problem lies under your control. As often as not the volume
control. Plan your communications so that your patience will not be tried.
Don't wait until the last moment to get through. Allow for the inexperience
and skill shortages of others. Hope that other pilots will be as prudent
toward you shortcomings.
If you are at all unfamiliar with what to say, say your location, or any other
aspect of what to say on the radio, orally rehearse the entire communication
process or better yet write it out word for word prior to flight. Over 50% of
learning to fly will involve becoming radio capable.
A pilot must have his priorities in order. Getting them in order will vary in
difficulty according to background but the sequence of order is indisputable.
Talking should never interfere with keeping the airplane in the air, on course
and avoiding impact.
Learning how to activate, tune and set radios is the first basic. The more you
can reduce the process to fundamental steps and sequence the better. Next
comes knowing when to talk. Don't be in such a hurry that you will have things
to do when ATC responds. Get everything done ahead of time before practicing
your communications. Know when to talk by preparing ahead of time, before you
even get into the plane. Practice with the mike to your lips. Always have a
writing instrument in you hand because any ATC response is likely to require
you to write information down.
There are some general principles to aircraft communications with slight
variations between ATC agencies. FSS, radar, ground and towers have slightly
different procedures and requirements within the general principles. Always
tell an FSS the frequency you are using and the name of the nearest VOR on
initial contact. Initial contact with a radar facility will give only your
aircraft identification. This will be followed after ATC acknowledgment with
location, altitude, and intentions. Tower initial contact contains
identification, position, altitude, and intentions or request. Altitude is a
part of this to serve, along with position, as a protection from other
aircraft.
Who you are talking to
Concord Ground, Napa Tower, Travis approach, Oakland Radio, Rio Vista
Unicom, Byron Traffic
Norcal Approach
Who you are
Manufacture/Type of aircraft, full call sign except for N (November) on
initial call-up
Student solo add "student pilot" when giving full call sign on
initial call-up
Subsequent calls use last 3 elements only
Where you are
East ramp, clear of 32L, between runways, Benicia at 2000, 10 south at
3000
What you want
Taxi with Alpha, landing with Bravo, fly through your airspace at 2000, right
crosswind, straight-out, on course...
Request traffic advisories, over (used to approach/departure)
Radio Procedures in
Brief
Radio proficiency is demonstrated by use of just a few basics. Tell ATC
who you think he is, who you are, where you are, and what you want. The AIM is
the primary source of communication information and procedure. If a pilot has
not been taught from the very beginning the proper ATC communications and
their ever so slight variations in differing agencies the entire process
becomes formidable and confusing. It is essential that your communications
procedure include a listening watch on frequency prior to keying the
transmitter.
The A-B-C-D-E-G airspaces have communication variations overlying the basic
similarities above.
Airspace violations is the most frequent reason for loss pilot licenses.
1. Any aircraft and pilot in Class A airspace must be IFR certified with
certain required equipment such as DME above 24,000 MSL. All Class A flight is
on an IFR flight plan, this requires constant communication contact, adherence
to ATC instructions and IFR clearances.
2. Any aircraft in Class B airspace must be on either a VFR or IFR clearance
to enter, properly certified or endorsed as a pilot, and in constant
communications contact. All ATC instructions and clearances must be
acknowledged and followed unless deviations are authorized. Class C operations
are different only in that a clearance is not required for entry, only a
contact in which ATC uses your identification. In both B and C airspace you
will be going to or from tower and an approach facility.
B and C departures may require contact with an additional Clearance Delivery
frequency for departure instructions and transponder squawk. You are required
to read back these instructions to ATC. After getting your instructions from
Clearance Delivery you go to ground for taxi instructions.
Classes B, C and D airspaces use ground control for safe separation of
aircraft in the airport movement areas. Airport movement areas are supposed to
be separated from non-movement areas by a double dashed yellow line. Many such
areas are still undefined. You can best find an unknown ground control
frequency ahead of time from behind the chart legend page or in the A/FD. Most
ground frequencies are 121. something. Other than 121. something is only used
when they run out of frequencies due to airports in close proximity.
3. Class D airspace exists only when a towered airport is operating with a
tower. Radar may or may not be available with some limitations as to available
squawks and clearances. Aircraft are required to establish contact and get an
arrival sequence prior to entering Class D airspace. No notice to ATC is
required on leaving Class D airspace. Many towers have a form of radar known
as BRITE (Bright Radar Indicator Tower Equipment) which is a remote display
from a radar facility. BRITE is much like a digital TV. It allows the tower to
sequence and provide separation. Specific authorization is required for the
use of BRITE by a tower. As of mid 2003 Concord and Napa have BRITE in their
towers.
An airport tower is responsible for the sequencing of aircraft to and from the
active runways. No separation is guaranteed though some may be provided. You
are expected to follow all ATC instructions unless you can negotiate a change
or declare an emergency. Clearances can be refused.
Class B, C and D airports have Automatic Terminal Information Service. This
service gives alphabetically sequenced voice reports, NOTAMS, time of report
(Usually 45 minutes after the hour.), sky condition, visibility, temperature
and dew point (Celsius), wind direction and velocity, altimeter setting,
active runway and IFR approach in use.
Surface wind directions of the ATIS are given as magnetic and in knots.
Weather is divided into eighths of a circle or every 45 degrees. A particular
obscuration may cover so many octas (eighths) of the horizon in a particular direction.
ATIS ceilings are AGL. Ceilings over 5000' and visibilities are omitted.
4. Radio use in Classes E and G are legally optional but any pilot who
exercises the option not to communicate or listen is exposing himself and most
other aircraft to unnecessary risk.
Radio Preparation
The best way to avoid radio surprises is to pre-compose what you are going
to say for each separate situation as it occurs on a flight.
Taxi Call:
Get the ATIS.
Call GROUND give your identification, position, any request and ATIS
name at the end. If
you have understood the ATIS and other aircraft communications you should be
aware of what the runway instructions will be as well as any warnings about
inbound or outbound traffic. When given a runway assignment you must
acknowledge by repeating back the runway assignment. In 2003 ATC has
increased its efforts to avoid aircraft conflicts (accidents) on the ground.
You are expected. to read back ALL instructions and at the end give the
alphanumeric name of the ATIS (Automatic Terminal Information Service).
Putting the ATIS name in the body of your message is likely to trigger an ATC
response (a requirement of higher officials) requesting if you have ATIS.
Takeoff Call:
Call TOWER, give your identification, position, and a pre-planned departure
request to a specific location. If you have been listening to aircraft
communications you can anticipate which aircraft poise a conflict and
anticipate ATC warnings by including as part of your call that you are looking
for traffic...(kind and where)
Departures, other than a standard 45-degree, must be requested. A
straight-out, crosswind, downwind, or 270 will get you going in a general
direction. A general direction will not allow ATC to give a traffic warning
advisory nearly as well as a specific destination.
The assumption is that both you and ATC are aware of which way your
destination may be and that inbound or outbound traffic knows the area well
enough to tell if a traffic conflict is going to occur. The way you use the
radio will protect you. The way you are able to interpret the radio calls of
other aircraft provides even further protection.
Arrival Call:
Get the ATIS. Based on the ATIS, plan your arrival as to reporting point,
descent angle, and pattern entry. Practice your call before you arrive at a
reporting point. Just as listening to other aircraft prior to and during
takeoff will serve to warn you of other aircraft, so will listening for
potential traffic conflicts prior to and after your call-up for landing serve
to protect you.
Take a deep breath and very smoothly, without punctuation pauses, call the
TOWER. Give your identification, position, altitude, and ATIS name. State your
arrival intentions or request along with the report that is standard for that
arrival. A 45-degree arrival to downwind does not need to be requested. You
report turning downwind. If the tower has BRITE the downwind call may
not be required A straight-in or base entry must be requested and
reports are normally made two miles out.
The best call-up begins by giving ATC's identity, your N-number, a statement
of your situation (position and altitude or problem, a statement of what you
would like to do. At the end give the alphanumeric name of the ATIS (Automatic
Terminal Information Service). Putting the ATIS name in the body of your
message is likely to trigger an ATC response (a requirement of higher
officials) requesting if you have ATIS.
You are expected. to read back ALL instructions and acknowledge any
information given. The assertive pilot is always learning about the mistakes of
others. The more you know of how another pilot screwed up, the less likely you
are to let it happen to you. The highest level of learning is based on the
mistakes of others.
This Pilot Is Assertive
A pilot is not a passive bystander; he is and is expected to be an active
participant in what is happening. To be an active participant the pilot must
know what is going on both in his aircraft and in the space around his
aircraft. For many the mantle of command that comes with being a pilot
requires a personality adjustment. The pilot is expected to demonstrate a
level of communication and self-confidence related to his knowledge of the
situation. No pilot should let ATC intimidate him into doing that which he
considers unsafe or beyond his competence.
A pilot needs to actively listen to all the words coming over the radio, not
just those transmissions directed to his aircraft. Be prepared to
"assert' yourself to the level required if a situation arises. Being
non-standard is likely to use up twice as much time to say half as much, and
you will probably need to repeat all or part of it back if the controller
can't rearrange what you say to fit his brain or computer.
Many student pilots put themselves into flight situations where the perceived
ATC, the feared ATC, and accepted voice of authority takes command of the
aircraft. The same thing happens when the more experienced pilot has failed to
absorb the new communications knowledge needed to stay proficient and
assertive in 1994 airspace. The pilot needs to know how and when to challenge
an ATC clearance when a suggestive level of communication will make things
better. Let ATC know if you think a particular situation will be unsafe.
Practice and experience can make it a better flying world for the pilot.
This means that you should know what is right and be prepared to support your
sense of rightness. This is usually and properly done on the radio. If you
think you are right you must be prepared to state your position in a positive,
confident and persistent manner. This communication is different from speech
tones and words, which imply hostility.
The pilot is expected to use a level of communication and self-confidence
related to his knowledge of the situation. A pilot needs to actively listen to
all the words coming over the radio, not just those transmissions directed to
his aircraft. Being non-standard is likely to use up twice as much time to say
half as much.
Six levels of Assertiveness
1. Passive........................ ATC tells you what to do
2. Informational............... ATC says "Approved as requested."
3. Offering alternatives ....You or ATC offers another choice
4. Being critical............... You say your way is better
5. Expressed opposition.. You don't want to do it ATC's way
6. Open conflict............. You won't do it ATC's way. Declare an emergency
(Or expect an FAA checkride)
The poorly prepared student or pilot, is all to often, willing to let ATC
dominate. ATC can and will make mistakes. The passive pilot acceptance of ATC
clearances means that he is just going for the ride. The lowest level of radio
proficiency is where the pilot expects to do what ATC says. ATC takes command
of the aircraft. The pilot needs to know how and when to challenge an ATC
clearance and when a suggestive level of communication will make things
better. This means that you should know what is right and be ready to support
your sense of rightness. This is usually and properly done on the radio
staying inside the boundaries of #2 and #3. ATC has ways to handle those
pilots who resort to #4, #5, and #6.
The best, in my opinion, pilot level of communication with ATC begins by
giving ATC's identity, your identification, and a statement of your situation
(position and altitude or problem, a statement of what you would like to do
and finally obtain ATC clearance. If no clearance is obtained you can now turn
it up a notch by going into the extreme politeness mode. This fourth level
contains implied criticism and should be avoided unless your sense of
righteousness is prepared for the next level of confrontation.
Do not anticipate that the levels of assertiveness is a guarantee that nothing
will go wrong. The assertive pilot is always learning about the mistakes of
others. The more you know of how another pilot screwed up, the less likely you
are to let it happen to you. The highest level of learning is based on the
mistakes of others.
Talking Airplane
Air Traffic Control has a standardized way of saying things. You are also
expected to standardized your radio procedures to conform to the ATC form.
However, certain airports do have slightly different procedures used to
conform to local conditions. There are a variety of ways to say something on
the radio but there is only one best way. The more acquainted you become with
the standard procedures the better you can anticipate ATC thinking and
communications. I feel that it is much better for the pilot to take charge of
the situation by making suggestive requests to ATC.
You must learn the ATC method of communicating. It is a special language that
once learned and understood makes everything you say brief, clear, and
understandable. To get it right you must rehearse. You rehearse to reduce the
number of words, to get all the needed information stated, and to get it out
as a smooth unpunctuated stream of words.
Standard radio phraseology and procedures have been developed to maximize the
communication time available. Controllers are trained in this but pilots often
are not. The pilot training weakness in this area becomes more apparent at the
Private Pilot IFR level. Pilots need to maintain the integrity of aircraft
communications by knowing and following standard procedures and by knowing
where the problems lie. Memorize the standard phrases and ATC responses.
Aircraft communication is without most of the punctuation, most of the
prepositions and courtesy words used in ordinary speech. Such speech requires
a breaking of years of habit patterns. Speak as though it were a telegram with
emphasis on clarity, the order of wording and brevity. Don't ask for special
favors if it will inconvenience another plane. Being inconsiderate disrupts
the system for everyone.
Talking airplane well has to do with using key words in a relatively precise
order. For example the inversion of these words in a ground communication will
completely reverse the implied intent. ".transient parking taxi or taxi
transient parking". Most ATC communications contains 'key' action words
that Immediately follow the ACID (aircraft identification attention getter).
Expect words like, turn, heading, contact, expect, … The key words are used
to get your attention and then direct your actions. Consistent use of the
correct words in the correct sequence are those you are most likely to
understand. Be prepared to write
Saying the right thing at the right time goes hand in hand with a pilot who
will be in compliance with the FARs and standard operating procedures. He is
where he supposed to be in the pattern, performing as Is to be expected.
Common mistakes are making misstatements as to distance and giving aircraft
heading instead of direction from the facility. It is not unusual for ATC by
intonation and vocabulary to help a pilot make a choice that is suited to the
controller.
A frequent example of this occurs in SVFR conditions with a pilot weak in SVFR
procedures. The tower specialist may ask the pilot if there is something
'special' he wants. This situation can be avoided if the pilot is knowledgeable enough
to know his options.
ATC controllers like to consider them a professional technicians. Often they
perform as craftsmen. It's been said that the sign of a craftsman is the
ability to make mistakes appear as though they occurred on purpose. Aircraft
separation is the primary product of ATC which is accomplished by selective
use of words. Controllers use words designed for their efficiency of time and
meaning. There is only so much frequency time available. It is quite easy for
a controller to make things more difficult for a pilot who is wasteful of
frequency time. It is, likewise, quite easy for an incompetent pilot to bring
an otherwise efficient operation into a screaming controller.
A pilot's competence first shows in his communications. Know what to say, when
to say it, and most importantly how to say it. Be brief without giving up
accuracy and completeness. Mentally rehearse what you are about to say before
you say it. ATC will make mistakes, don't hesitate to question an ATC
communication that you suspect as being in error.
The use of standard terminology when describing your location in the airport
arrival/departure pattern is important. When you hear other traffic you must
be aware as to the potential hazard in their location's relationship to yours.
Don't hesitate to give your position and altitude as an information check to
both other pilots and tower. Tell tower you are looking for reported traffic,
have traffic, or negative traffic if unable to locate after 30 seconds. It
always helps both the tower and other aircraft if you can include your
altitude as well. Always advise if you are at other than a standard altitude
by including the word "high" or "low". It never hurts to
include the runway designation where there may be a choice between left and
right runways.
Should you find yourself flying in a manner that avoids use of the radio,
consider that trying to conceal a proficiency deficiency. It is far wiser,
safer and cost effective to challenge the situation. Every time you leave out
essential information ATC will prompt you to fill in the blank information. A
tape of the procedures will help you get it right next time. Make an effort to
minimize the use of prepositions. The better your initial call-up the easier
will be any subsequent transmissions.
--Always use your identification and avoid unauthorized transmissions.
ATC will let you talk to another aircraft on request.
Know When to Say
What and How to Say It.
--Make brief transmissions but do not use contractions such as
"can't"
--Use standard formats to say headings, distances and altitudes as separate
digits
--"Affirmative" is the only way to say "yes".
--Rehearse aloud before you key the microphone. Use a uniform rate of speech
and standard phraseology
--If you have any doubt as to what was said have it repeated by using the term
"Say Again" and your call letters.
--Let the world know that you are a student pilot when you are solo.
--When you key the mike it takes a split second before it will record what you
say. Don't chop off your beginning by talking too quickly. In reverse the same
thing applies when through talking.
--Controllers make mistakes, protect yourself by knowing where you are, where
everybody else is, and what you are supposed to do.
Radio Instruction
I orient the student with a pre-selected airport checkpoint for which we
have practiced the radio procedure on the ground. I have the student copy the
ATIS and practice the call-up. The advantage of using Napa is that the
patterns for the 18 runways are directly north, south, east and west. This
somewhat simplifies orientation for the student for each leg of the pattern.
--We must be respected, trusted and believed before a student can hear us.
--Process may/should include description, explanation and a diagram.
Call-up
A typical call-up would be as follows:
"Napa Tower Cessna 6185K Benicia at 2500 with Alpha will report left
downwind for 18 requesting closed traffic with the option " (Note: All
radio communication is said and written without punctuation.)
The student makes the call-up and will do all the radio work until we are
downwind. Prior to solo, the instructor will do all radio work and assume all
traffic responsibility. This enables the student to concentrate on his flying.
It helps if this can be done at an airport that has parallel runways. Every
effort should be made to do as much flying in right turns as in left turns
during all instruction and practice.
The instructional practice, at all controlled airports, of having the initial
radio call up include such phrases as, "request right base will report
two mile base" in anticipation of the ATC clearance serves a dual
purpose. It makes the student PLAN the arrival and become more sensitive to
the possibility of an ATC error. An additional benefit of this instructional
process is that the student can then use his knowledge of airport checkpoints
for traffic awareness. An airplane reporting at a point on the other side of
the airport can be virtually eliminated as a hazard, whereas your downwind
entry may be in conflict with an aircraft reporting two-mile base.
It is best that the pilot operate at the informational level of aircraft
communications. You can't give information if you don't know the information
to give. This is the radio system that I try to teach my students. It goes
beyond a mere AIM call-up by giving altitude, a request and what you expect to
do. Further, my students are expected to be capable of operating at the
suggestion level. This means that they are capable of making and suggesting a
short approach, change runways, make 360s, extended downwind, etc. before ATC
sees the need.
When arriving at a tower airport you must plan your communications both as to
distance, the speed of your aircraft, and the available reporting points. The
faster you are going the further out you should communicate so as to allow the
controller to plan your sequence. Additional knowledge of aircraft types and
relative speeds will lead to a further refinement of this skill. Usually,
between 7-10 miles out from an Class D airspace will allow you time to get the
ATIS, listen to tower activity, plan the most economic arrival and make your
call-up. Be as exact as to location and altitude as you can. Be sure to
practice before you arrive at your call-up point. The only arrival that need
not be specifically requested is the downwind entry. If you do not say that
you will report downwind, the controller will tell you to make such a report.
If the straight in or base entry is desired, it must be requested and the
tower will require a two-mile reporting point or call.
Request to overfly above pattern altitude if you are at all uncertain as to
how make your entry. Perhaps the most dangerous of all flight situations is to
make an airport arrival incorrectly. If you are at all uncertain, go to
"slow flight" and ask for assistance from ATC. The willingness and
readiness to admit the need for help and to ask for it is the ultimate sign of
flying maturity. Only the incompetent pilot thinks he is supposed to know
everything and is consequently reluctant to ask for help.
The pilot must be knowledgeable as to his present position in relation to the
immediate and neighboring aircraft and space. You can't be comfortable on the
radio until you know both what to say and when to say it. The basic principles
of communications are the same everywhere in the system. It is important to
practice before actually keying the microphone.
A checkpoint call-up difficulty is when there are no good (known) visual
points for your call-up. Then it is necessary for the pilot to advise ATC by
compass direction. FIRST, make sure the heading indicator is correctly set
with the compass. THEN, locate the direction to an identifiable location such
as the airport. NOW, note the opposite side of the heading indicator and the
location of one or two of the letters N, S, E, W. relative to this point. If a
single letter is within 10 degrees you use that letter. If this opposite point
is between two of the letters you use terms such as NE, NW, SE, or SW. Do not
try to please ATC by agreeing with a suggestion such as, "Are you NE of
the airport?" without confirming with the heading indicator. IF YOU ARE
UNCERTAIN or UNFAMILIAR, say so.
For differing reasons some pilots have difficulty orienting themselves. Draw a
diagram of the airport with pertinent checkpoints at two and five miles. Go
over the arrivals on the diagram one runway at a time. Be prepared to fly with
ATC approval, a two-mile and five-mile circle around the airport at 2000' with
the student. Point out the checkpoints used for arrivals for straight in, 45's
to downwind, and base entries to the various runways.
The position of the runway number on the heading indicator should be taught as
an indicator to runway arrival. For a downwind 45-degree entry, with the
aircraft pointing toward the landing end of the runway, the number of the
runway will be at the right or left rear 45-degree mark on the heading
indicator. For a base entry the number of the runway will be at the right or
left 90-degree mark on the heading indicator. For the straight in the runway
number will be on the nose of the heading indicator. An airport diagram should
be studied both before and after the flight.
If your heading indicator has a heading bug, set it to the wind
direction when taxiing and to the runway heading for departures and
arrivals. This will help you to hold the yoke while taxiing and make
the airport pattern more accurately.
You should know your home airport better than any others. You should have
checkpoints that give straight-in, bases, and 45-degree downwind entries for
any runway. You should know all the reportable points in arcs of two, beyond
five, ten, and fifteen miles around your airport. You should also have clearly
in mind the safe, obstacle, noise abatement, and minimum altitudes for all
directions on these arcs. You should become knowledgeable as to the high
traffic areas for local aircraft, transient aircraft, helicopters, etc.
The student will be given the radio for making the departure request. The
student will be coached again on the return flight as to checkpoints and radio
procedures to be used. The procedure for determining the most economical
airport arrival was discussed before departure. Hopefully, things work out as
planned, if they don't adjustments will need to be made. This process of
changing airport arrival plans is an important part of the process.
Once you have landed and are clear of the runway make contact with ATC. Do not
proceed until you are cleared and FULLY understand your taxi route. If you
require constant taxi assistance, ask for it. Do not taxi into an unknown
situation. The way you ask ATC for assistance and your willingness to do so is
a sign of competence.
Types of pilots on the radio
Radio Star
Majored in public speaking. Punctuates everything said. Uses all prepositions
and adjectives to excess.
Mike Fright
Hesitant speech pattern with long pauses and non-verbal noises.
Mental Telepathy
This pilot leaves out essential information in the believe that ATC has
the required experience to know who he is, where he is, and what he wants to
do.
How Abouts
This creative pilot would take over ATC's prerogative of controlling aircraft
and offer his "how about' suggestions as to how things could be done his
way.
Car 54
This pilot doesn't know where he is. He doesn't know how to tell ATC that he
is geographically misplaced. He tells what he sees instead of where he is.
Don't Answer If It's the
Wrong Number
Dangerously similar aircraft call signs can be the cause of a disaster. A
mix-up is most likely to occur at the worst possible time. The problems'
source can be on either end of the process, ATC or pilot. Numbers are a
constant source of radio problem because they are used for altitude, airspeed,
directions, frequency and x-ponder codes as well as tail numbers.
Transposition is the most common occurrence. It is important for the pilot
to catch errors in his call sign and correct them as soon as they occur. Similar numbers are
easily confused as 300, 330, and 030 when giving headings.
We hear and ATC hears what they expect to hear. It is fairly common the 'hear'
what you expect when it is not even said. This is called selective hearing.
Careful listening and careful read back is essential. When the situation
becomes stressful, cut down on the excess of technology you are scanning.
KISS. Keep It Simple Stupid. Under overload you will lose your system of
checking the instruments and the checklist. Careful listening to the radio
even under stress can ease the communications load. You will pick up when ATC
is talking to someone other than yourself. Whenever you have any doubt, call
for confirmation and give any read back with your full aircraft identification.
Being certain is a great stress reducer.
ATC communications are designed to be a logical flow of information. Anything
unusual stands out. When possible always read back transmissions. If you get
it wrong you will be corrected. If you don't know what to say, stick to
approved phraseology. ATC has short attention spans but long memories. Better
to ask for help and not need it, than not to ask for help when you need it.
If ever in doubt ...verify.
Precision Radio
Just as you need to prepare for your initial call-up to the controller, so
does the controller need to prepare for your arrival. Make your call-up from a
given checkpoint that will enable you and ATC to arrange a planned arrival.
Certain elements of conversation are assumed and need not be repeated or
augmented by additional words. Once contact is established, there is no need
to keep addressing ATC by name each time. If you indicate a certain location
on the ground or in the air, you should elaborate your intentions only if they
are other than to taxi or land. Most of your intentions are very predictable
by ATC, just as are most ATC instructions. On initial call to ground
control there is no need to include such words as, "Taxi for
takeoff." When making arrival call up there is no need to include the
word, "Landing". Always confirm if any ambiguity
exists.
It's proper to acknowledge ATC transmissions with the last three alphanumeric
of your aircraft. As a student it is better for you to read back all
instructions. "Wilco" means that you understand and will comply with
the instructions but this is not as assuring to ATC as a complete read back. By
common practice a clearance to takeoff may not require an acknowledgment. If
you feel that you cannot comfortably comply with an ATC clearance due to lack
of knowledge, understanding, or familiarity just say, "Unable". ATC
will then try to come up with an alternative. This is a much better option
than flying blindly ahead. Unexpected maneuvers in the pattern of an airport
are sure to get you an FAA invitation.
The Safety of Radio Flight
Operations
--Transmission of a call sign attached to information given using standard
terms, technique, and format.
--Receipt of the information by careful listening and an accurate read back or
acknowledgment.
--Confirmation of the acknowledgment and read back. Never assume a clearance
look for inconsistencies. Learn from mistakes of others.
--At any of these three points a "verify" transmission regarding
uncertainties is always appropriate regardless of how busy traffic may be.
Notice Effective 8-30-95
A pilot's read back of taxi instruction with the runway assignment can be
considered confirmation of the runway assignment." The foregoing is a new
FAA required read back when given a clearance to taxi by ground control or
tower. This ruling is effective throughout the United States
Don't give a read back if you don't know how to get to the runway.
Communication Problems
Communication problems tend to appear at the same places. Some, such as
similar aircraft identification, altitudes and headings will always be there.
Using your aircraft manufacturer as an addition to your call sign is a good
preventive for such identification mistakes. Clear enunciation and the
elimination of jargon and non-professional phraseology can reduce hear-back
and read-back differences. Headings are always given as three digits. The
"usual" spring loaded clearance you always get may not be there this
time. Don't be too quick to key the radio. You will have plenty of time if you
have planned and practiced your radio procedures far enough ahead.
If ATC should give a clearance involving checkpoints or procedures with which
you are unfamiliar, state "unfamiliar" immediately and provide the
level of information with which you are familiar. The immediateness with which
you do this is important since the sooner you provide ATC options the better
it will be for you.
Certain verbiage is best avoided as antiquated, inaccurate, excessive, or
unnecessary. "Roger" does not mean "yes",
"affirmative" means "yes". Certain words should be omitted
because they are obvious. "This is", "With you" are excess
terms repeating the obvious and should not be used. The more overs, outs,
wilcos, no joys, rogers, and with you the more amateurish it sounds in today's
communications. Position is always said before altitude. "Feet" is
never included in giving altitude. At 2000 feet can be shortened to at 2000
because "feet" is the only possible meaning. "Miles" are
not given as part of a distance. Ten miles north should be said as ten north
since no other meaning can be implied. "Over" is not given as part
of a geographical position. Over Benicia should be said as Benicia, in an
airplane you are obviously "over" a given reporting point.
Metathesis errors occur when your tongue can't keep up with your mind.
Metathesis means that you have transposed or switched things around. Very often
metathesis will result in a 'spoonerism'. The best way to avoid metathesis
problems is to practice aloud what you expect to say in its entirety.
Certain communications require special attention because of the frequency that
misunderstanding or noncompliance occurs. "Hold short...",
"Cancel...", "Amend..." are most likely to occur at times
of reduced anticipation. The unexpected is least likely to be heard. It may
not be possible to hear if simultaneous transmissions obliterate everything to
a squeal. In early 1992, I and a competent pilot both missed repeated calls to
cancel a takeoff. Neither of us heard anything over the radio until out of
500'. Tower tapes, however, recorded the several calls to cancel takeoff. It
happens. It is only belatedly that "how" it happened can be figured
out. The advent of "data link technology' is supposed to act as a
preventative. (Refer to NASA contractor Report 166462.) Later found that
volume control knob has less than 1/16th inch turn between hearing and not
hearing.
Always listen to the frequency before speaking. Allow time for response to a
call before keying the mike. If two microphones are keyed at the same time a
whistle on the frequency occurs effectively blocking everybody. Always have
prepared what you are going to say and say it with the most economy of words
sufficient for clarity. If ATC communicates to you but does not allow
sufficient time for your response or acknowledgment, don't. If, at any time,
you are unsure of what to do, do not understand an ATC clearance or command,
or do not have advised traffic, communicate. If ATC fails to understand or has
trouble understanding you, use different terms and words to say the same
thing.
If you are new to the airport or area let ATC know on your first call up by
using the word "UNfamiliar" with emphasis on the 'UN'. There is a
significant difference if what you say includes, "...East Ramp
taxi"...from "..taxi East Ramp." If you know the controller is
going to give you an advisory or reporting point, include this information in
your call up. ATC will adjust their thinking and communications to the
situation once you have admitted your lack of familiarity.
If you don't know where you are or what the common checkpoints in use at the
airport are, say so. Giving a distance and radial from a VOR is another way.
The controller may have you over-fly so he can identify you and set up your
arrival. You may request this option instead of having him make the decision
for you.
If visibility is a factor, turn on your landing lights and fly so the light is
visible from the tower. Include in your radio work that you are "showing
a light" until you are identified. It is often difficult for ATC to
determine your runway alignment for parallel runways. If another aircraft is
in conflict relative to your position don't hesitate to give a progressive
call as to your position and altitude. The orientation of your arrival in the
early morning or late afternoon may determine whether your or ATC has the
visibility advantage. When you are having difficulty seeing or locating let
ATC know that you have a problem.
When you are given an advisory while arriving or departing an airport or you
hear another aircraft report a location that may be in conflict with your
route, don't wait or expect for ATC to tell you about it. They may or may not
warn you. Immediately, advise ATC of your position, altitude, and whether you
are level, climbing or descending. You are not really talking to ATC. You are
advising the other pilot by an indirect communication. This is just one of the
flying procedures that makes it possible for a pilot to become an old pilot.
There will be occasions when you do not have the frequency that is most
appropriate for your situation. It is important that you know alternate means
to acquire appropriate frequencies. This is especially important If you are a
VFR pilot without ready access to IFR frequencies, know that any FSS will have
access to a frequency that will get you in contact with a facility even if not
on the correct frequency.
The student who has insufficient experience, study, or question asking is apt
to be unfamiliar with many radio terms. If you should hear a term with which
you are unfamiliar, say so. Use the term "other words' in a request such
as, "Say again, other words." Words such as abeam, abort,
acknowledge, advise, expedite, intentions, option, closed traffic, go ahead,
unable and others need to be explained to and understood by the student as
they apply to ATC and his operations. CALL 1-(800) USA-AOPA for copy of ABC's
of Aviation of 78 confusing aviation terms.
Communicating problems
The better a pilot is able to tell others about a situation the more
likely the situation is not to become the lead in to an accident. Good talkers
can overcome problems where poor talkers let small mistakes create accidents.
You can talk your way out of a pre-accident sequence. The use of resource
management beyond the cockpit is a vital skill.
I can think back over numerous accidents that need not have happened had the
pilot just been able to say the right thing and ask the right questions.
Communications in a complex field like flying must be clear and unambiguous to
make sure that all involved are working from the same page. Assertiveness is a
required attribute in asking questions, giving directions and seeking help.
Do not get personal. Leave the person you are addressing an opening to make an
advisory suggestion. Look for options. You are responsible for getting all
available information before taking action.
Years of experience have shown that pilots who are capable of competent
communications when in difficulty are more likely to overcome adverse
conditions and break the accident sequence. A part of communication is the
making of an inquiry as a means for seeking information. Failing to seek
information can and has led to the failure to take assertive action. Likewise,
it is equally important that you communicate in a clear manner what is known or
believed to be true. Resource management goes beyond the cockpit.
When asking for help
1. "I have a problem"
2. State the facts as they seem to be.
3. Suggest an alternative
4. "What would you do?"
Communication Faults
Aircraft radio communications are subject to several kinds of commission
and omission errors. A significant part of the problem comes from the
overwhelming volume of radio traffic at specific 'rush hour' times. Add to
this volume pilot/controller fatigue, inexperience, and distractions. If you
ever fly into this situation, go in prepared to talk, listen, and read back.
Ask for verification if you have any doubt in understanding, orientation,
assignment, or traffic. Use standard communications terms and procedures. Do
not rely on ATC to protect you.
Today's flying requires good radios and good radio procedures. Additionally,
it helps to frost your radio work with good planning and patience. The
constraints of the ATC communications system are being stretched more and
more. It only takes one pilot who is incompetent to cause a breakdown.
Interestingly, it is not the students under training who are most likely to
cause a problem. A pilot under stress is very apt to mis-communicate or step
on someone's words. The adrenaline of stress can change words to babble.
Even experienced pilots, myself included, rehearse what I am going to say, And
the way I am going to say it. If the frequency is relatively clear I will
include a request and my expectations. Otherwise, I keep it brief and concise.
Knowing how to adjust to the system in your communications is a skill that the
controllers can recognize and appreciate. The value of a given word is
inversely proportional to the number of words spoken.
Common mistakes
--Beginning to talk before keying the microphone so first word or so is
missed. Talking with out listening for frequency to
clear first.
--A transmission is lost due to interference from another transmission.
--Radio procedures, terminology, phraseology and enunciation
--Confusion due to similar call signs or being unfamiliar with your call sign.
Not picking up on the presence of a similar
aircraft call sign.
--Missed call sign so that acknowledgment or read back is not done.
--Controller failure to require acknowledgment or read back. Procedures, read
back, hear back
--Message not sent by equipment or individual. Solution by technology
--Receiver not monitoring due to frequency, volume, or distraction. Monitor
the frequency a while so you get some idea of
what to expect.
--Message intercepted by wrong receiver. No call sign given.
--Hearing what you expect to hear not what is said. Misinterpretation due to
having your mind spring-loaded for what you
expect to hear. Listen, analyze
--Incomplete transmission due to keying, interference, or equipment. Most
often pilot fails to compress information into
key words. Requires multiple contacts to complete message.
--Information such as numbers transposed. Accepting a remark regarding traffic
at an altitude as an altitude assignment.
The shear number of numbers given over the radio is but a prelude to human
mistakes. Letters can be confused.
B,C, D, E, G, P, T, V, Z. Pairs of letters subject to confusion are IY, FS,
MN, A, J, K. You hear what you expect
to hear.
--Non-standard terminology.
--Communication too early/late. Delay request for assistance or declaring
emergency until it is too late for ATC to help
you.
--English a second-language
--Contextual specific terms (unfamiliar visual checkpoints)
--Jargon or acronyms specific to area or aircraft.
--Giving excess information before establishing contact with a radar facility
or FSS. Most common when you just want
information and proceed to make a long story out of it. In such situations
just give your identification followed by "request".
--When getting handoff failing to give altitude reference as, climbing,
descending, level.
--Not saying 10,000' as "one zero, ten thousand" and 11,000' as
"one one, eleven thousand"
--Failing to advise ATC of flight conditions and fuel remaining.
--ATC does not want a read back of information or 'expect' statements. Stick to
the essentials.
--Time is the only commodity that ATC has. They will waste enough time for
everybody. They don't need any help from you.
--Don't abrogate your responsibility for the safety of your flying by talking.
The radio and traffic awareness
All too often you will hear another aircraft or have one pointed out that
you can't find but is in apparent conflict with your flight path. It is time
be assertive on the radio. Make a call giving your position and altitude to
warn both ATC and the other pilot. Be aware, that many pilots report their
position as what they can see over the nose and not what is below.
Prior to Taxi
--Listen for clearances given to other aircraft
--Write and draw the ATIS wind direction and velocity
--Determine 'your' crosswind capability
--Read back your taxi clearance entirely
--Seek confirmation of any doubts you may have.
--Don't hesitate to ask for longer or different runway
--Wait for any possible wake turbulence to clear
Departure
--Listen to information related to departing and arriving aircraft.
--Make your departure request so that other aircraft know where to look for
you.
--Turn to clear both the final approach and base legs.
--Use your pretakeoff list; Flaps, Fuel, Pump, Prop, Mixture, Transponder,
Time (FFPPMTT)
--Don't waste runway behind you.
--Know the local ordinances regarding turns and noise abatement.
--Cruise climb above 100' for cooling.
--Know your options in case of engine problems.
--Make clearing maneuvers while climbing
--Don’t forget to open your flight plan.
En route
--Monitor nearby frequencies especially of nearby airport AWOS/ASOS.
--Monitor Flight Watch 122.0 for en route weather
--1000-foot clean up
--Know the proper way to get into the en route system.
--Get traffic advisories
--Know what to say to get flight advisories in the radar system.
--Fly airport vicinity routes
--Make PIREPS
--Know the proper way to repeat back a radar handoff.
"123 going to Norcal Approach at 125.25"
--Know the proper way to report a handoff
"Norcal Approach 123 level at (alltitude)
--Know the proper way to respond to an advisory
--Know the proper way to get a two-minute frequency change
"123 request 2-minute frequency change to FSS will report
back"
--Know how and when to get out of the system.
"123 Request frequency change will squawk VFR"
--Don’t accept a vector that turns you into weather.
"Unable VFR using the vector, suggest..."
Descent
--Monitor local radio frequencies, towers, UNICOMS
and AWOS.
--Keep your engine warm.
--Don't forget to close your flight plan. (Wallet in wrong pocket)
--Get the ATIS early and plan your call-up point and arrival.
--Use your call-up to include your position, altitude, request and intentions
--Enter the traffic pattern slightly high and wide.
--Don't accept a runway that you see as a problem.
--Readback all runway and hold short assignments
Landing
--Don't leave the runway by turning on another runway until cleared to do
so.
--Taxi past the hold bars before stopping and cleaning up the aircraft.
(checklist)
--Read back all tower instructions while the ground or in the air.
--Don't leave tower frequency until told to do so.
--Read back all ground instructions while on the ground
--Stay on the yellow lines.
--Listen on ground for inbound and outbound taxiing traffic
Emergency Location at Work
You should know that the General Aviation ELT technology is such that it
will be hours before the ELT will actually activate a search. Average time is
two hours before search begins. Up to 50 hours before search begins is not
unusual. Having a cellular phone is a better option. /Call /afrcc 800/851-3051
for starting an immediate search. ELT's are destroyed or fail to operate 75%
of the time. Accident activation rate is only 12% with a 97% false alarm rate.
There are 30,000 ELT activations a year. 835 are valid. Put this phone
number on or in your emergency list/kit
1-800 851 3051
T U V - J K L – 1 - D E F
- 0
- J K L –
1
Mnemonics used to remember the phone number that might save your life.
8
5
1
3
0
5 1
THE LOST ONE FINDS NOTHING LIKE ONE
or
Eight (8) P-51s found thirty (30) P-51s.
Using the FSS
Here is a link to a zip file containing a kneeboard-formatted Excel sheet
of the direct FSS numbers: http://thericcs.net/aviation/misc/FSSnumbers.zip
1. Have a flight plan form
2. Give your flight specifics to specialist using form sequence
3. Use airways and intersections known to the system
4. Make an FSS visit that will help you understand the process
5. Use correct radio procedures:
Callup: "Oakland radio Cessna 1234X listening 122.35", wait 30 +
seconds before repeating callup
Body: Aircraft type, position, altitude, and requested information
6. Use AIM 5-1-1 and 7-1-3 for how to get briefing
7. Use Flight Watch on 122.0
Callup: "Oakland Flight Watch Cessna 1234X' Williams VOR" The
nationwide frequency is the same.
Always give your location as the closest VOR. This will allow the specialist
to select the proper radio to
use for your area.
8. It is wise to be familiar with the DF procedure even though radar has
mostly displaced its use. (Obsolete??)
9. Use and VFR flight plan and know how it works, how to make changes, and how
and when to close it.
A Bit of Terminology:
RCOs, Remote Communications Outlets, are used by FSSs, not by ATC.
RCAGs, Remote Communications Air/Ground Facilities, are used by ARTCCs. Air
Route Traffic Control Center
RTRs, Remote/Transmitter/Receivers, are used by Terminal ATC facilities.
Stuck Mike Switch
Every so often an aircraft gets a stuck microphone switch. It is difficult
to know when this has happened to you. The warning clue is when you do not get
a response to your calls or when there is no communication over the frequency.
When this occurs it blocks the entire frequency. The stuck mike switch causes
a problem that annoys the rest of the airwave world but not the pilot. The
pilot has no way of knowing that he has a problem that is creating a problem
for everyone else. Maintain a listing watch. If you don't hear voices where
voices should exist start suspecting that you are the problem. You cannot hear
anyone when your mike is stuck.
First check the squelch to see if it hisses. Pulling the volume knob in many
radios overrides the automatic squelch. Unplug all your mike connections and
try the hand held radio or the hand mike. If you happen to fly into a
situation where a stuck mike, not yours, is blocking the frequency you will
hear a loud whistle. The usual thing to do is to go back to the last frequency
used and advise them of the situation and your intentions. A preferred
approach might to be going to the next frequency that you expect to use and
advise them of the situation and your intentions. In some circumstances, such
as airport arrival, this latter method seems better.
Emergency Communications (C,C,C,C)
Climb
For improved transmission/reception, radar coverage and possible
Directional Finding (nearly obsolete) even a couple of hundred feet more
altitude can make a significant difference. Squawk an appropriate code such as
7700 if an aircraft emergency exists, 7600 if total or partial radio failure
occurs.
Communicate
Remain on your present contact frequency. Otherwise, go to 121.5 and
communicate as must of the following as
appropriate.
--Emergency say, "Mayday, mayday, mayday"
--An urgency say, "Pan-Pan, Pan-Pan, Pan-pan
--Name of station or "Any station receiving"
--Aircraft type and identification
Confess
--Nature of distress or urgency
--Weather
--Intentions and request
--Position, heading, last known position, time and heading since that position
--Altitude
--Weather conditions
--Fuel condition in hours and minutes
--Number of people aboard
--Any pertinent information
Comply
--Obey ATC
--Ask questions
--Avoid FAR violations if possible
--Violate FARs only after declaring an emergency
Avionics Capability
--Manufacturer makes a difference; some are better than others.
--Installation makes a difference check references
--Maintenance very much depends on the comprehensiveness of the pilot's
information and description
--Operation depends on proper voltages, shut down procedures, use of controls,
air filters and use of switches.
--Preflight of antennae for security and cleanliness
Cockpit Radio
--A weak battery will cause radio problems.
--Advise avionics shop if any other aircraft maintenance has occurred
recently.
--Know how avionics is supposed to work so you can detect problems.
--Pre-set all avionics knobs as part of your preflight. Special attention to
volumes and idents
--Radio talk should be all facts without unnecessary words
--Extra words waste time
--Radio time is the currency of the ATC specialist.
--Avoid the minor parts of speech; preopsitions, articles, conjunctions,
adjectives and adverbs.
--Operational erros due to radio are most apt to occur when things are slow.
--Avoid, "With you" , "Taking the active", Over (a
location), "mile/miles", "feet",
--Listen, think, and talk in that order
--In uncontrolled airport patterns give type of aircraft and omit call sign.
Communications
Briefly
--ATIS, ASOS, AWOS frequent updates, phone access, determine VFR/IFR
--Ground gives taxi, tower en route, IFR to VFR on top clearances
--Tower requires two way com, gives traffic advisory, SVFR, arrival and
departure clearances.
--Approach/departure radar control gives IFR pop-ups, traffic advisories,
sequencing vectors and restrictions.
--IFR priority over VFR, flight advisories,
--FSS handles weather briefings, flight plans opened and closed, pre-filed IFR
plans, 122.2 and 121.5
--Flight Watch gives/takes PIREPS and in-flight weather advisory. 122.0 nation
wide 135.7 high altitude
ASOS vs AWOS
Your Flight Service Station can give you the phone number for any
operating AWOS in the country. For example Byron AWOS, 20 miles from CCR,
can be phoned at 1-800-925-634-0906. For security purposes the AWOS is
land-line only.
The basic difference between these two automated weather systems is:
--ASOS is a product of a National Weather Service (NWS), Department of Defense
(DoD) and Federal Aviation Administration (FAA) joint venture. ASOS is
comprised of a standard suite of weather sensors (with several exceptions) all
procured from one contractor.
--AWOS is a suite of weather sensors of many different configurations that
were either procured by the FAA or purchased by individuals, groups, airports,
etc. that are required to meet FAA standards to be able to report weather
parameters. AWOS can be purchased from three different contractors in the
United States.
Talking to Flight
Watch
If you talk to EFAS (Flight Watch) while airborne, you will get true winds,
not magnetic. That seems to be the only exception to the airborne is magnetic
rule.
Talking the New Talk
According to CAP413 (The UK CAA RT manual)
Aircraft call signs, altimeter settings, flight levels (except FL100) ,
headings, wind speeds/directions, transponder codes and frequencies, each
digit shall be transmitted separately, examples:
BAW246 SPEEDBIRD TOO FOWER SIX
FL 100 FLIGHT LEVEL WUN HUNDRED
FL 180 FLIGHT LEVEL WUN AIT ZERO
150 degrees WUN FIFE ZERO DEGREES
18 knots WUN AIT KNOTS
122.1 WUN TOO TOO DAYSEEMAL WUN
Squawk 6500 SQUAWK SIX FIFE ZERO ZERO
All numbers used in the transmissions of altitude, height, cloud height,
visibility, runway visual range information that contain whole hundreds and
whole thousands shall be transmitted by pronouncing each digit in the number
of hundreds or thousands followed by the word HUNDRED or TOUSAND as
appropriate. Combinations of thousands and whole hundreds shall be transmitted
by pronouncing each digit in the number of thousands followed by the word
TOUSAND and the number of hundreds followed by the word HUNDRED; examples:
10 WUN ZERO
100 WUN HUNDRED
2 500 TWO TOUSAND FIFE HUNDRED
11 000 ONE ONE TOUSAND
25 000 TOO FIFE TOUSAND
About Closing Your
Flight Plan
FAA policy stresses the use of flight plans for all flights over 50
miles.
Procedure followed when flight plan not closed:
--Over due when 30-minutes late for ETA.
--Search and rescue begins …
--Destination FSS sends a QALO (request for info) to every ATC facility along
route
--Destination FSS sends (INREQ) information request to all ATC facilities
--AFRCC (Air Force Rescue Coordination Canter is notified.
--With no INFO, and 60 more minutes…
--Destination sends an alert notice (ALNOT) to ATC facilities within 50 miles
of route.
--All facilities do communications search of every airport
--This starts visual search of airport called a ramp search.
--All aircraft in the area are requested to monitor 121.5 for ELT
transmissions.
--An hour after the ALNOT the Air Force takes charge of the search with use of
Civil Air Patrol.
--Expect to be sent the bill for the search costs.
Radio Use During
Semi-Emergency
There has been a small but important change to the "Aeronautical
Information Manual" (AIM), designed to help pilots communicate an urgent
situation without declaring an emergency.
When in contact with ATC, pilots can
use the word "immediately" to avoid an imminent situation.
The
change was based on the analysis of accidents by ASF and the FAA. Weather
situations such as icing, heading changes near thunderstorms, and weather
where an IFR clearance is needed quickly may all qualify for some extra ATC
consideration. ASF recommends using the "I-word" as required, but
realize that by then you may have let things go too far. ASF also recommends
that pilots file a NASA ASRS report so that others can learn.
If you've ever needed to get down on the ground fast but the situation wasn't
dire enough to declare an
emergency, now you have an option. AOPA reports a small change in the
Aeronautical Information Manual (AIM) that allows pilots to get the message
across without scrambling fire trucks and the "Live at 5" news vans.
Now, you can use the word "immediately" to communicate an
urgent desire. Situations that could fall under the umbrella of "immediately"
might include needing a higher or lower altitude to escape icing, or
encountering IMC and needing a clearance.
Recently (2004) I neglected to use the word request when planning to do closed traffic with the option. The Controller brought me up short by saying, "Are you asking me or telling me?"
I immediately inserted the word, "requesting".
Gene Whitt
Appended to the
'Clearance' Discussion
The pilot-in-command of an aircraft derives his authority and obligations
from historical naval standards. Ships and aircraft have inherent
operational dangers and both operate in environmentally dangerous
situations. The captain of a ship has absolute power, as does the
pilot-in-command extending to death. This level of power is necessary
because the highest possible power level is the power of life and death.
There is no other place on earth where so much power and trust rests in one
man when in this command domain.
Being a pilot-in-command relies on three principles: authority, responsibility and accountability. The primary root principle is authority. Such authority is delegated only for a short time to ATC, only in line of duty, and only as defined by custom and law. It can be reclaimed at any moment. (Think emergency) The authority rests in the title and certificate, not in the individual, never for very long, never as a right but as a privilege, and always within governmental bounds.
The second root principle is that of responsibility. Based upon trust, responsibility includes the craft, its contents, crew, and passengers. The care and well being rests in the willing acceptance of this responsibility by the pilot.
The pilot-in-command will answer for all actions that take place under his authority. This accountability extends beyond the usual legal limits and applies whether or not he is directly responsible. He is responsible because only he has all the authority, responsibility and accountability. He who is accountable must live within the applicable justice system. Any dereliction of duty, misuse of power, failure to perform or deficiency of knowledge even if of those under his command will reflect on his office. Any misdeed or error of those under his badge of authority will reflect on his person and office. Every fault is rightfully and inevitably his. Like a ship captain the pilot-in-command, regardless of extenuating circumstances, is accountable, utterly and alone, for every maneuver made.
Knowing Your Situation
by Radio
It has been a common practice of mine, when flying with a pilot for the
first time to review or uncover how the pilot's perception of places far and
near. I begin with North. In California, the north of most roads has very
little to do with the actual direction of major parts of the roadway. For this
reason I begin with a 360 point out of how to get to major cities along with
the expected heading. Rarely are pilots within 30 degrees. Next I make a run
through the call-up points for 45-entries to downwind, base and straight-in
for all commonly used runways. Finally I run through the two-mile reporting
points commonly used at Concord.
A pilot must have a full deck of cards to play the situational awareness airport game. Just knowing where you are is not going to be of significant traffic avoidance value. To successfully avoid other inbound and outbound traffic you must have knowledge of the other reporting points around the airport. Your understanding of aircraft speeds, potential conflicts between a base and straight-in or a base and a downwind can make a difference for all concerned. For me a classic controller ploy solved three different landings. I was on two-mile right base in a small Cessna. A King Air was turning down wind and a Citation Jet was on four--mile final. The controller told me to maintain altitude and overfly the final approach course; the King Air was told to make a short approach and cleared to land. As I overflew the landing King Air I was instructed to execute a left-270 and cleared to land on the left parallel runway. The Jet and I touched down and rolled out together on parallel runways. Just like a three-dimensional chess game.
Other points have importance directly related to your present position and
planned route. Initially, a number of all radio calls can be tossed out if the
departure route is away from you. Likewise, most arrivals will be avoiding
common departure routes. The exception to this is for IFR arrivals when only
limited procedures are available. When VFR departures conflict with IFR
arrivals, the IFR aircraft will be restricted as to descent altitudes and
missed procedures. Only by actively monitoring the radio frequency can you
make the mental decisions required for traffic avoidance. By requesting a
different runway, changing speed or making a circling request can you
participate in avoiding traffic. By your participation you can expect an
appreciative remark from the controller.
9/11 Changes Victor Guard & Uniform Guard
Frequencies
Victor Guard
Refers to VHF 121.5 emergency frequency
ATC/Pilot Radio
Technique (RT} Discipline
--Listen first
--Reduce frequency congestion and blocked transmissions
--Clear, concise, correct and unambiguous
--Use of approved words and phrases to ensure receipt and understanding
--Accurate, brief and clear
--Understood, accepted and adherence
--Communication errors the most common in-flight accident cause
--ATC errors of coordination or relaying.
--ATC errors of non-standard technique or phraseology
--ATC trains for clear unambiguous with standard phraseology
--Readback and Hearback errors of two types:
--Pilot reads back incorrectly
--Pilot gives ATC faulty information
--Use full call-sign unless ATC has shortened
--On initial call give altitude and any clearance altitude
--On handoff give altitude, and expected change, if any
--Altitude calls give ATC check and others awareness
--Heading, speed and altitude with degrees, knots and thousands (Level)
--Any uncertainty is ALWAYS verified by asking.
--Read Aeronautical Information Manual (AIM) and Air Traffic Control Manual,
FAA Order 7110.65
--Instructional limit of ATC best at three or less in one call.
--All hold sort instructions MUST be read back.
--ATC must receive, listen and verify this read back.
Revisiting Radio Procedures
--The best is always clear, concise, correct and unambiguous.
--Results in understanding, acceptance and adherence.
--Reduces congestion and blocked transmissions.
--Uses only ‘approved’ words and phraseology.
--Radio situations most common cause of aircraft accidents, operational errors
and runway incursions.
--Readback and hearback errors by pilot or controller major source of problems.
--Always query if in doubt or if an cockpit disagreement occurs.
--Coordination errors occur during relay of information from controller to
controller.
--Pilot must be alert for coordination errors since an ATC error may kill you.
Example: Once on a flight under the SFO class Bravo I was
told to fly direct to mid-span of the San Mateo Bridge. It took three quires by
me and an instruction to make an immediate left turn to clear the SFO approach
corridor to safely proceed. The problem lay in the definition of a bridge and a
causeway. My Florida experiences separated the two. Whereas, California ATC
treated them as all part of one bridge. I made a NASA report on this.
–Problems exist where aircraft with similar call-signs cause confusion
and mis-directed information.
--Always tie your call-sign to even one-word responses.
--Always readback all instructions given. (Except when controller motor-mouths
on to another aircraft)
--Be prepared for a readback if he comes back to you.
Radio Pattern and Procedure
Problems (R-PPP)
---Non-events - Use of wrong call-sign
--- Non-events - Calling podunk traffic podunk radio
--- Non-events - calling an FSS without giving frequency listening on
---R-PPP Failing to use the radio to advise other aircraft
---R-PPP Calling wrong down wind direction
---R-PPP Calling wrong runway number
---R-PPP Calling wrong pattern leg name and direction
---R-PPP Not rounding off mileage distances
---R-PPP Not reading heading indicator to determine your direction from the
airport.
---R-PPP When giving altitude other than level and not indicate climbing or
descending
---R-PPP Giving distance without direction from airport or altitude
---R-PPP Giving distance without giving altitude as level, climbing or
descending
---R-PPP Failing to make blind transmission to get critical information
regarding unknown traffic
---R-PPP Failing to give your ‘intentions’ related to any information call.
---R-PPP Failing to give your ‘intentions’ as to type of pattern operation
such as short approach
---R-PPP Failing to give your ‘intentions’ as to type of landing operation
such as ‘stop and go’
---R-PPP Failing to give your ‘intentions’ as to type of pattern departure
intentions
---R-PPP Un-needed radio calls when this can be determined.
---R-PPP Limit calls when other airports are using the frequency (exiting
runway)
---R-PPP The way you say what you say must be so as to be easily understood with
minimum of words.
Readback
A Reply to Ken
Regarding a readback. The latest ATC required procedure at my home field is to
readback all taxi instructions. We have dual intersecting runways that are very
confusing even to the most familiar pilots. With this as initial training the
reading back of in flight and ground ATC instructions should become a matter of
common expectation.
You may not need to readback EVERY word but you are not expected to read back the ESSENTIALS of all ATC instructions, information and clearances. My best advice VFR or IFR is to do the best you can and be prepared with ready to use statements to pick up the loose ends.
In the worst case scenario, "Request you say what you said in words-twice."
Not so bad scenario, "Say again everything after..."
Little bit of help, 'Confirm...."
"Standby while I confirm required readback."
Consider getting and using a readback recorder. If you want/need more let me
know.
More Info:
All the FAA really did was to declare that the act of giving a readback does
not shift full responsibility for readback/hearback errors to Air Traffic
Control and does not insulate pilots from their responsibility under FAR
91.123 and related regulations to listen attentively and to hear accurately
in the first place. That's paraphrased from the Federal Register, the
complete document can be seen at http://www.avweb.com/other/faa9914.pdf
Free AOPA Communications Booklet
Today's delivery of AOPA Pilot contained a booklet on communications
that would give any pilot a running start. They offer pilots a free Runway
Safety program at www.aopa.org/asf/runway.safety
The booklet is good because it gives several true examples where poor communications created difficulties. On analysis I discovered some things omitted that I feel to be important. Some terms omitted from the Glossary overfly, abeam, sidestep, give way, avoid, sequence, etc..
Their ground radio examples were incomplete by not including a taxi route nor requiring a readback on page 21. In my opinion ground readback implements the readback skills required in IFR. On page 25 I feel the omission of a pilot's options of exiting on an intersecting runway as well as a taxiway, by requesting it or being told to. Happens all the time at Concord, CA. with dual runways intersecting.
With all due respect to others who disagree, I feel that pilots should communicate their departure and arrival plans for the information of all whom may be on the frequency. I suggest using "... on course... as part of your departure including final altitude call as being more definitive than westerly or crosswind. I believe all calls, not at pattern altitude or on the ground, should include altitude as well as the appropriate, level, climbing and descending. The more help we get in finding traffic on the radio the better.
He who asks a question is a fool for five minutes; he who does not ask a question remains a fool forever.
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