Say Again Please Radio Filetype pdf q boeing Aircraft Maintenance Manual Filetype pdf

Say Again, Please – Guide to Radio Communications

Sixth Edition

by Bob Gardner

Aviation Supplies & Academics, Inc.

7005 132nd Identify SE

Newcastle, Washington 98059-3153

asa2fly.com

©1995–2019 Aviation Supplies & Academics, Inc.

All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in whatsoever form or past 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 presume no responsibility for damages resulting from the utilise of the data independent herein.

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

ASA-SAP-6-EB

ISBN 978-i-61954-775-9

Photo and Analogy Credits: Aerial views of Washington Land airports, courtesy Washington State Department of Transportation, Aviation Sectionalisation; p.8, Jim Fagiolo; p.two-ii, p.2-3, courtesy Garmin; p.2-v through 2-12, Telex Communications, Inc.; p.two-ten (height), Aloft Technologies; p.two-11 (left), Sigtronics; p.two-13 (meridian) Rex Silver Crown; p.2-xiii (bottom), Terra; p.ii-fifteen, Narco Avionics; p.2-17, courtesy Garmin; p.3-ii, 3-four, 3-7, 6-one, x-3, Bob Gardner; p.3-14, Henry Geijsbeek; p.six-9 Olympia aerodrome guide, courtesy Airguide Publications, Inc.

Cover Photo: Jay Stilwell

About the Author

Bob Gardner has long been an admired member of the aviation customs. He began his flying career as a hobby in Alaska in 1960 while in the U.S. Declension Baby-sit.

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

By 1966, Bob accomplished his Private country and body of water, Commercial, Instrument, Instructor, CFII and MEL. Over the next 16 years he was an instructor, charter pilot, designated examiner, freight dog and Director of ASA Ground Schools.

Currently, Bob holds an Airline Ship Pilot Document with unmarried- and multi-engine land ratings; a CFI certificate with musical instrument and multi-engine ratings; and a Basis Instructor's Certificate with advanced and instrument ratings. In addition, Bob is a Gold Seal Flight Instructor, has been instructing since 1968, and was awarded Flight Instructor of the Twelvemonth in Washington Country. To acme off this impressive list of accomplishments, Bob is likewise a well-known author, journalist and airshow lecturer.

He tin can be contacted on the Cyberspace at bobmrg@comcast.internet.

Books by Bob Gardner:

The Complete Private Pilot

The Complete Private Pilot Syllabus

The Complete Multi-Engine Pilot

The Complete Advanced Airplane pilot

Software and Audio Review by Bob Gardner:

Communications Trainer

Introduction

We live in a technological age. Information technology is possible to wing without radios or electronic aids to navigation and rely solely on the Mark I eyeball, but at that place is no question that safety is enhanced when pilots can locate one another beyond visual range. The avionics industry continues to provide pilots with improved products which make advice easier and more reliable, merely technology solitary is not plenty—the user must experience comfortable with the equipment and the system.

We all experience comfy with the phone, and an increasing number of pilots feel comfy with radios that operate in the denizen'due south or amateur radio bands. However, if there is a controller on the other end of the conversation many pilots freeze upwards. The goal of this book is to increase your comfort level when using an aircraft radio by explaining how the organization works and giving examples of typical transmissions.

A brief word of explanation. I am a flight instructor, and flying instructors talk, and talk, and talk. It is impossible for me to shut off my flight instructor instincts and convert myself totally into a writer. You will selection up on this right away because I echo myself. Over 30 years of instructing I have learned that if something is repeated in different contexts it volition be remembered, so you can count on the aforementioned data showing up in more 1 chapter. That is not sloppy editing or carelessness, it is good instructional technique. Also, some types of airspace change nomenclature when the tower closes down or the weather observer goes home—there will exist some overlap as I talk over each situation in the chapter on each type of airspace.

Conventions

I volition not spell out numbers in this text; the AIM says that numerals are to be pronounced individually: 300 is spoken as 3 zippo naught, runway 13 every bit runway one iii, etc. I know that I tin can count on you to brand the mental conversion. Altitudes are handled differently, every bit yous will learn in Chapter iii. Also, controllers do not say degrees when assigning courses and headings, and so neither will I.

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

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

In the text, nevertheless, they will be referred to as Class B, Class Chiliad, etc.

Editor'due south Notation

The examples of radio talk between pilots, controllers and other communications facilities in this text are printed in a bold and italics, not-serif typeface. These are also identified by minor labels, which are sometimes abbreviated, every bit visual aids to the reader to show who is talking. Definitions for these labels can be found in Appendix A, Communications Facilities.

Example:

Airplane pilot Cessna 1357X requests rail 23.

Acknowledgements

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

Suzanne Alexander, Director, Boeing Field Belfry

Jim Davis, Plans and Procedures, Seattle-Tacoma TRACON

Terry Hall, American Avionics, Seattle

Mike Ogami, Seattle Automated Flying Service Station

Note well-nigh the examples used in this book:

The National Helmsmanship and Space Assistants (NASA) commissions contractors to search the NASA database for lessons to be learned from accidents and pilot reports. As well, NASA publishes Callback, a free monthly newsletter that provides its subscribers with selected incidents from the Aviation Condom Reporting Organisation (ASRS). Except for those few cases where I received an chestnut directly from an ATC controller, the examples in this book come from NASA sources.

If yous want to receive Callback, only 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 see this book in activeness, bank check out the Communications Trainer (order number ASA-ESAP) software product, which also includes an Audio Review so you lot can listen to many more examples of advice exchanges on your dwelling house or machine stereo.

Affiliate i

The ABCs of Communicating

The Pilot-Controller Partnership For Prophylactic

Aviation advice is a team attempt, not a contest between pilots and controllers. Air traffic controllers are just equally anxious as yous are for your flight to be completed safely. They will cooperate with you whenever they can do so and even so remain consistent with safety. They are non the equivalent of the stereotypical law enforcement officer only waiting for y'all to exercise something wrong. They hate paperwork as much as anyone, and filing a violation confronting a pilot starts an barrage of forms and reports. On the other hand, they take a tremendous amount of responsibleness and tin can be severely overloaded with traffic; that means you can't await a controller to ignore everyone else in order to give y'all special handling.

Inherent in the teamwork concept is equality. Yes—controllers tin and volition give you lot instructions that you must follow (unless it is unsafe to practise and so), just they are not aviation police with books of tickets just waiting for you to make a mistake. They are on your side. Similar all of us, they have bad days, so don't read too much into a controller's tone of voice. And don't ask for permission (i.e., practice not use the word permission). That sets my teeth on edge. Instead only say, for example, Request taxi instructions; Asking ten degrees left for weather; Request directly Bigtown Municipal…and the like.

Many pilots are reluctant to use the radio because they feel that they are imposing on the controller. They should put themselves in the controller's seat: In that location are twenty targets on the scope and the controller knows the altitude, course, and intentions of xix of them because they are on instrument flight plans or are receiving radar flight following services. For the 20th target, the controller knows only its altitude and present direction of flight (VFR flight plans are not seen past the air traffic command system). Will that target change altitude and/or course 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 exist that target.

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

Doing Things past the Book

The controller's actions are spring past FAA Handbook 7110.65, the Air Traffic Command Handbook. This publication tells controllers exactly what phraseology to utilise in well-nigh every state of affairs, and woe to the controller who has had a skid of the tongue when he or she sits down with a supervisor to jointly monitor tapes during a quarterly evaluation. That is not to say that the controller operates in a procedural straitjacket. If y'all don't understand what a controller has said, or do empathise simply don't know what you are beingness told to practice, just say I don't understand, 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 manus and make your life a little easier.

As a pilot, y'all do not have a manual of canned phrases that are expected to meet every situation. The Aeronautical Data Manual contains a section on communication procedure, and if you lot read it (and yous should) you will receive guidance on the best way to get your message across to the controller.

Both the Aeronautical Information Transmission (AIM) and the Air Traffic Control Handbook incorporate the Pilot/Controller Glossary. The intent of the Glossary is to ensure that sure words have the same meaning to both the pilot and the controller. Before you enquire your instructor a question like What does 'resume own navigation' mean? look it upwards in the Pilot/Controller Glossary. There are very few terms used in normal aviation communication that exercise not announced in the Glossary.

Figure 1-1. AIM and ATC Handbook

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

Can't We All Just Get Forth?

An important part of the teamwork concept is negotiation. Many pilots, both novices and old hands, recall that a directive from an air traffic controller must exist obeyed without question. Those pilots accept forgotten that the Federal Aviation Regulations make the pilot-in-control of the aeroplane solely responsible for the prophylactic of the flying. A controller cannot direct y'all to do something that is unsafe or illegal. You lot must call back that you are almost always in a amend position to determine the safety of a given activeness than is the controller.

For example, let's presume that you are flight in Class B airspace (to be defined after). In that blazon of airspace the controller can give 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 Plough right to 330 and you can see that to do then would take y'all too close to a deject, information technology becomes your responsibility to say Unable due to weather. After all, the controller can't encounter clouds on the radar screen and has no way of knowing that you would be turning toward a cloud. xiv CFR §91.3 says that you are the concluding authority every bit to functioning of your aircraft and this rule supersedes all others.

Another case: Y'all have just touched down on the rails and the controller says Turn correct at the next taxiway. If you are rolling as well fast to make the plow without wearing a big flat spot on your principal landing gear and overheating the brakes, it is your responsibleness to say Unable. If you are really decorated with the plane, don't say annihilation until you can achieve for the microphone without losing directional control.

Other situations where negotiation might exist used include being assigned a landing runway that requires a lot of taxiing to get to your destination or, in low-cal winds, a departure rail that takes yous in a direction that you don't want to become. Just say,

PILOT Cessna 1357X requests runway 23

(instead of runway fourteen, for example). If the change can be accomplished without affecting either your rubber or that of other flights, your asking volition be granted. At that place are almost equally many exceptions to the rules every bit there are rules, simply too many pilots simply go past the rules without attempting negotiation.

Mike Fright

Nosotros are all agape of saying the wrong affair, especially when dozens of other people are listening. Aviation magazines oftentimes print stories of humorous communication mistakes or misunderstandings. In aviation, information technology is far more of import to say something than to keep tranquillity and proceed into a potentially tight state of affairs—peculiarly when traveling at 2 miles a minute.

Call-in talk shows are quite common on both radio and television receiver, and the callers are in the same situation as you are when you selection up the microphone in your airplane as a first-fourth dimension caller—thousands of people will be able to hear their er's and uh'southward. The difference is that their safe and that of others does not depend on their making that call—yours does.

Technobabble Not Spoken Hither

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

Notation: Advisory Circular 90-42F contains instructions for communication at airports without control towers.

That VHF receiver is your all-time source of information on how to communicate equally a pilot. Get a copy of the Chart Supplement U.S., which contains the Aerodrome/Facility Directory (A/FD) for your area and await up the frequencies that are used by the local airports and air traffic control facilities. Wait in the Chart Supplement'due south Department 4 for Air Route Traffic Control Centre (ARTCC) frequencies, then tune in and listen to how the airliners communicate when en road. You will hear lots of practiced examples and a few alarmingly bad examples. You lot may non be able to hear both ends of the advice unless y'all live within line-of-sight distance of the ground station'due south antenna, just a visit to a local belfry-controlled airdrome will eliminate that problem.

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

While you are at your estimator, go to www.faa.gov and click on Regulations and Guidance in the right column. And so click on Orders and Notices. That volition lead 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 of import to you because you will see that controller transmissions follow a fixed format for each state of affairs; only things similar headings, altitudes, and facility names alter. With this in mind, you will know what to await in each situation. However, if information technology becomes apparent to the controller that the approved phraseology is not getting through to yous, he or she is complimentary to use plain language. By the aforementioned token, you are complimentary to say, I don't understand what you want me to practice if that is the case. Most of the ATCH will not apply to you, but read it anyway…it is a treasure trove of information.

No matter what your instructor says, you tin't say something wrong on the radio. Read AIM four-2-1; in it, you lot will observe this gem: Since concise phraseology may not always be adequate, use whatsoever words are necessary to become your message beyond. With experience, we all catch on to the lingo, but failure to employ specific phraseology is not a big deal. The Airman Certification Standard for Private Pilot does crave the applicant to use standard phraseology merely a quick look at the AIM reveals that while it tells you how to study headings, altitudes, and speeds, and provides the phonetic alphabet for pronunciation of letters and numbers, there is not much required phraseology. Read Informational Round 90-42F every bit a meliorate source of information for this.

You might desire to take a look at www.asf.org/askatc. This site offers pilots the opportunity to ask controllers any and all questions about communications. Yous do not take to exist an Air Condom Foundation fellow member to access this site. The ASF likewise has a complimentary program chosen Say it Correct, available at www.asf.org/courses. In it are illustrated many, if not all of the lessons in this book.

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