Say Again Please Guide to Radio Communications Pdf

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 office of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopy, recording or otherwise, without the prior written permission of the copyright holder. While every precaution has been taken in the preparation of this book, the publisher and Bob Gardner assume no responsibility for amercement resulting from the use of the information contained herein.

The flight and radio talk examples used throughout this volume 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 propose by using existing facilities that the flight example given covers all possible parameters of an actual flying 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.S. when planning your flight.

ASA-SAP-6-EB

ISBN 978-1-61954-775-nine

Photo and Illustration Credits: Aerial views of Washington Country airports, courtesy Washington Country Section of Transportation, Aviation Sectionalization; p.viii, Jim Fagiolo; p.2-2, p.2-3, courtesy Garmin; p.2-5 through ii-12, Telex Communications, Inc.; p.2-ten (top), Aloft Technologies; p.2-11 (left), Sigtronics; p.2-13 (tiptop) King Silverish Crown; p.2-13 (lesser), Terra; p.2-fifteen, Narco Avionics; p.2-17, courtesy Garmin; p.3-2, three-4, three-vii, 6-1, 10-3, Bob Gardner; p.three-fourteen, Henry Geijsbeek; p.6-ix Olympia airport guide, courtesy Airguide Publications, Inc.

Cover Photo: Jay Stilwell

About the Writer

Bob Gardner has long been an admired member of the aviation community. He began his flying career as 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 Division at Coast Guard Headquarters and was Chief of Communications for the Thirteenth Coast Guard District. He holds a Commercial Radiotelephone Operator'south license and an Avant-garde Grade Amateur Radio Operator'due south License.

By 1966, Bob accomplished his Private land and sea, Commercial, Instrument, Instructor, CFII and MEL. Over the next sixteen years he was an instructor, charter pilot, designated examiner, freight domestic dog and Managing director of ASA Footing Schools.

Currently, Bob holds an Airline Transport Airplane pilot Certificate with unmarried- and multi-engine land ratings; a CFI certificate with musical instrument and multi-engine ratings; and a Ground Teacher's Certificate with advanced and instrument ratings. In add-on, Bob is a Gold Seal Flight Instructor, has been instructing since 1968, and was awarded Flight Teacher of the Year in Washington State. To top off this impressive list of accomplishments, Bob is besides a well-known author, journalist and airshow lecturer.

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

Books by Bob Gardner:

The Complete Private Pilot

The Complete Private Pilot Syllabus

The Complete Multi-Engine Airplane pilot

The Consummate Advanced Pilot

Software and Audio Review past Bob Gardner:

Communications Trainer

Introduction

Nosotros live in a technological historic period. It is possible to fly without radios or electronic aids to navigation and rely solely on the Marking I eyeball, but there is no question that safety is enhanced when pilots can locate 1 some other beyond visual range. The avionics manufacture continues to provide pilots with improved products which brand communication easier and more reliable, simply engineering solitary is not plenty—the user must feel comfortable with the equipment and the system.

We all experience comfortable with the telephone, and an increasing number of pilots feel comfortable with radios that operate in the citizen's or amateur radio bands. However, if there is a controller on the other terminate of the conversation many pilots freeze upwards. The goal of this book is to increase your comfort level when using an shipping radio past explaining how the organization works and giving examples of typical transmissions.

A brief word of explanation. I am a flying instructor, and flying instructors talk, and talk, and talk. It is impossible for me to shut off my flight teacher instincts and convert myself totally into a author. You volition pick up on this correct away because I repeat myself. Over thirty years of instructing I have learned that if something is repeated in different contexts it will be remembered, so yous tin count on the same information showing up in more than than one chapter. That is not sloppy editing or abandon, it is good instructional technique. Also, some types of airspace modify nomenclature when the belfry closes down or the weather observer goes home—there will be some overlap as I discuss each state of affairs in the chapter on each type of airspace.

Conventions

I will non spell out numbers in this text; the AIM says that numerals are to be pronounced individually: 300 is spoken as three null zero, track 13 as runway i 3, etc. I know that I can count on you to brand the mental conversion. Altitudes are handled differently, as y'all will learn in Chapter 3. Also, controllers do not say degrees when assigning courses and headings, so neither will I.

In radio communication, the unlike classes of airspace are spoken as their phonetic equivalents (over again, come across Affiliate 3), without the word class:

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

In the text, even so, they will exist referred to equally Class B, Class Chiliad, etc.

Editor'due south Annotation

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

Example:

PILOT Cessna 1357X requests rails 23.

Acknowledgements

The author wishes to admit 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 Automatic Flight Service Station

Notation about the examples used in this book:

The National Aeronautics and Infinite Administration (NASA) commissions contractors to search the NASA database for lessons to be learned from accidents and pilot reports. Likewise, NASA publishes Callback, a free 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 chestnut directly from an ATC controller, the examples in this volume come from NASA sources.

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

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

If you want to hear and run across this book in action, check out the Communications Trainer (order number ASA-ESAP) software product, which likewise includes an Sound Review so you lot tin listen to many more than examples of communication exchanges on your home or auto stereo.

Affiliate 1

The ABCs of Communicating

The Pilot-Controller Partnership For Safety

Aviation communication is a squad effort, non a competition between pilots and controllers. Air traffic controllers are but as anxious as you are for your flight to be completed safely. They will cooperate with you whenever they can do then and all the same remain consistent with safety. They are not the equivalent of the stereotypical law enforcement officeholder only waiting for yous to exercise something wrong. They detest paperwork equally much equally anyone, and filing a violation against a pilot starts an barrage of forms and reports. On the other hand, they accept a tremendous amount of responsibility and tin can exist severely overloaded with traffic; that means you can't wait a controller to ignore anybody else in order to requite you special treatment.

Inherent in the teamwork concept is equality. Yep—controllers tin can and will give you instructions that you must follow (unless it is dangerous to do so), but they are not aviation police with books of tickets just waiting for you to make a mistake. They are on your side. Like all of us, they have bad days, so don't read as well much into a controller's tone of voice. And don't ask for permission (i.due east., exercise not use the word permission). That sets my teeth on edge. Instead simply say, for instance, Request taxi instructions; Request ten degrees left for weather condition; Asking direct Bigtown Municipal…and the similar.

Many pilots are reluctant to use the radio considering they feel that they are imposing on the controller. They should put themselves in the controller's seat: There are xx targets on the scope and the controller knows the distance, course, and intentions of 19 of them considering they are on instrument flight plans or are receiving radar flight following services. For the 20th target, the controller knows merely its altitude and present management of flight (VFR flight plans are not seen past the air traffic control system). Will that target change altitude and/or form 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 considering they don't want to carp the controller. Controller'due south pay levels are based in part on traffic count, so by failing to communicate you hit the controller in the bag. They welcome your telephone call.

Doing Things past the Book

The controller'southward actions are bound by FAA Handbook 7110.65, the Air Traffic Control Handbook. This publication tells controllers exactly what phraseology to employ in most every situation, and woe to the controller who has had a slip of the tongue when he or she sits downwardly 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 empathise only don't know what y'all are beingness told to do, simply say I don't sympathise, or words to that effect. The controller won't exist out pounding the pavement, since the intent of the communication was to extend a helping hand and make your life a petty easier.

As a pilot, you practise non accept a manual of canned phrases that are expected to run into every state of affairs. The Aeronautical Information Manual contains a section on communication process, and if you read it (and y'all should) you will receive guidance on the best way to go your message beyond to the controller.

Both the Aeronautical Information Manual (AIM) and the Air Traffic Control Handbook contain the Pilot/Controller Glossary. The intent of the Glossary is to ensure that certain words have the same meaning to both the pilot and the controller. Earlier yous ask your teacher a question similar What does 'resume own navigation' mean? look it upwards in the Pilot/Controller Glossary. At that place are very few terms used in normal aviation communication that do non appear in the Glossary.

Figure 1-1. AIM and ATC Handbook

An historical sidelight: The Pilot/Controller Glossary didn't exist before 1974. It became credible simply after a major airline accident that some phrases meant one matter to controllers and something entirely different to pilots, and the glossary was built-in. A very good reason for you to familiarize yourself with the P/C Glossary in the AIM.

Tin't We All Merely Get Along?

An of import part of the teamwork concept is negotiation. Many pilots, both novices and old hands, call up 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 plane solely responsible for the safety of the flight. A controller cannot direct you lot to exercise something that is unsafe or illegal. You must remember that you lot are almost e'er in a better position to make up one's mind the safety of a given activity than is the controller.

For instance, let's assume that you are flying in Class B airspace (to exist defined later). In that blazon of airspace the controller tin requite you specific altitudes and/or headings to fly; you are required by 14 CFR §91.123 to comply with those instructions. When the controller says Turn right to 330 and you can see that to practise then would take you also shut to a cloud, it becomes your responsibleness to say Unable due to weather condition. After all, the controller can't see clouds on the radar screen and has no way of knowing that you would be turning toward a cloud. 14 CFR §91.3 says that you are the concluding dominance equally to operation of your aircraft and this rule supersedes all others.

Another case: You have simply touched down on the runway and the controller says Turn right at the adjacent taxiway. If you are rolling too fast to make the turn without wearing a large flat spot on your main landing gear and overheating the brakes, it is your responsibleness to say Unable. If you are really busy with the aeroplane, don't say anything until you can achieve for the microphone without losing directional command.

Other situations where negotiation might be used include being assigned a landing runway that requires a lot of taxiing to become to your destination or, in calorie-free winds, a departure runway that takes y'all in a direction that you don't want to go. Simply say,

Airplane pilot Cessna 1357X requests runway 23

(instead of runway 14, for example). If the change can be accomplished without affecting either your condom or that of other flights, your request volition exist granted. There are near as many exceptions to the rules every bit in that location are rules, but likewise many pilots simply go by the rules without attempting negotiation.

Mike Fright

Nosotros are all afraid of saying the incorrect thing, particularly 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 continue quiet and continue into a potentially tight state of affairs—especially when traveling at two miles a minute.

Telephone call-in talk shows are quite common on both radio and television set, and the callers are in the same situation as yous are when you pick up the microphone in your plane every bit a first-time caller—thousands of people volition be able to hear their er's and uh'southward. The difference is that their safety and that of others does not depend on their making that call—yours does.

Technobabble Non Spoken Here

(CTAF)—ask 1 of the local pilots if you aren't sure what the CTAF for that airdrome is. Yous will hear a dozen airplanes reporting that they are landing or taking off on runway xiv (for example), then a strange vocalisation will come up on the frequency and ask What runway is in use? That airplane pilot hasn't learned to listen.

Note: Informational Circular xc-42F contains instructions for communication at airports without control towers.

That VHF receiver is your all-time source of information on how to communicate every bit a pilot. Become a copy of the Nautical chart Supplement U.S., which contains the Airport/Facility Directory (A/FD) for your area and look up the frequencies that are used by the local airports and air traffic control facilities. Look in the Chart Supplement's Department 4 for Air Route Traffic Command Heart (ARTCC) frequencies, then tune in and heed to how the airliners communicate when en route. You will hear lots of good examples and a few alarmingly bad examples. You may non be able to hear both ends of the advice unless y'all live inside line-of-sight altitude of the footing station's antenna, but a visit to a local belfry-controlled airport will eliminate that problem.

When you are surfing the spider web, spend some time at www.liveatc.net. On your figurer, you volition be able to listen to controller-aircraft traffic at a number of facilities nationwide and internationally.

While you are at your computer, become to www.faa.gov and click on Regulations and Guidance in the correct column. Then click on Orders and Notices. That volition pb yous to FAA Order 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 you considering you will see that controller transmissions follow a fixed format for each situation; simply things similar headings, altitudes, and facility names change. With this in listen, you will know what to expect in each state of affairs. Still, if information technology becomes apparent to the controller that the approved phraseology is not getting through to you, he or she is costless to use plain language. By the same token, you are free to say, I don't understand what yous want me to do if that is the case. Most of the ATCH will not utilise to you, but read information technology anyway…it is a treasure trove of information.

No thing what your teacher says, you tin't say something wrong on the radio. Read AIM 4-two-1; in information technology, you will find this precious stone: Since concise phraseology may not always exist adequate, use whatever words are necessary to get your bulletin across. With feel, we all catch on to the lingo, but failure to use specific phraseology is not a big deal. The Airman Certification Standard for Private Pilot does require the applicant to use standard phraseology but a quick look at the AIM reveals that while it tells yous how to study headings, altitudes, and speeds, and provides the phonetic alphabet for pronunciation of letters and numbers, there is non much required phraseology. Read Informational Circular 90-42F every bit a better source of data for this.

You might desire to take a await at www.asf.org/askatc. This site offers pilots the opportunity to inquire controllers any and all questions almost communications. You practise not have to be an Air Condom Foundation member to access this site. The ASF too has a free program called Say it Correct, bachelor at www.asf.org/courses. In information technology are illustrated many, if not all of the lessons in this book.

Diddled away

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