Part I General Information

Part II Basic VFR Radio Procedures

Part III Basic IFR Radio Procedures

Keys To Effective ATC Communications

Three Cs, Make Communications:

Complete,

Clear,

Concise.

Three Ws, Tell the Controller:

Who you are,

Where you are, and

What you want to do.

Things To Avoid

Unnecessary words

Prepositions (i.e., at, with, for, to),

Runway,

Feet.

Miles.

Cliches

With you

With request

Documents standard radio calls for:

Most situations,

Uses the phonetic alphabet.

In addition, this section of the AIM gives pilots the names of the different facilities and services they use when communicating, along with the Morse code for each letter of the alphabet.

Is a critical link in the ATC system.

Can be a strong bond between pilot and controller, or

Can be broken with surprising speed and disastrous results.

We’ll discuss basic procedures for new pilots and also highlight safe operating concepts for all pilots.

The single, most important thought in pilot-controller communications is understanding.

It is essential, to use the appropriate aircraft call sign.

Brevity is important, and contacts should be kept as brief as possible.

Controllers must know what you want to do before they can properly carry out their control duties.

The pilot, must know exactly what the controller wants you to do.

Since concise phraseology may not always be adequate, use whatever words are necessary to get your message across.

Monitor air traffic control radio communications frequencies for potential traffic conflicts with their aircraft especially when operating on an active runway and/or when conducting a final approach to landing.

The single, most important thought in pilot-controller communications is understanding.

It is essential, to use the appropriate aircraft call sign.

Brevity is important, and contacts should be kept as brief as possible.

Controllers must know what you want to do before they can properly carry out their control duties.

The pilot, must know exactly what the controller wants you to do.

Since concise phraseology may not always be adequate, use whatever words are necessary to get your message across.

Monitor air traffic control radio communications frequencies for potential traffic conflicts with their aircraft especially when operating on an active runway and/or when conducting a final approach to landing.

Listen – don’t "step" on another transmission. Wait until the other addressed aircraft responds.

Think – formulate your message BEFORE you transmit.

Position – keep the microphone close to your (touching?) the lower lip.

Don’t "double key".

Helpful in learning what certain words or phrases mean.

Good phraseology enhances safety and is the mark of a professional pilot.

Jargon, chatter, and "CB" slang have no place in ATC communications.

The Pilot/Controller Glossary is the same glossary used in FAA Order 7110.65, Air Traffic Control.

Study and review it from time to time.

Very High Frequency (VHF)

Transceivers

Using the Radio

Phonetic Alphabet (AIM Table 4-2-2)

Using Numbers on the Radio (AIM Table 4-2-3)

Coordinated Universal Time (UTC)

In US, add hours to convert local time to Zulu time.

Indicating hundreds and thousands in round number, as for ceiling heights, and upper wind levels up to 9,900 shall be spoken in accordance with the following:

EXAMPLE:

500...FIVE HUNDRED

4,500...FOUR THOUSAND FIVE HUNDRED

Numbers above 9,900 shall be spoken by separating the digits preceding the word "thousand.":

EXAMPLE:

10,000...ONE ZERO THOUSAND

13,500...ONE THREE THOUSAND FIVE HUNDRED

Airway or jet route numbers as follows:

EXAMPLE:

V12...VICTOR TWELVE

J533...J FIVE THIRTY-THREE

All other numbers shall be transmitted by pronouncing each digit.

EXAMPLE:

10...ONE ZERO

When a radio frequency contains a decimal point, the decimal point is spoken as "POINT."

EXAMPLE:

122.1...ONE TWO TWO POINT ONE

Up to but not including 18,000 feet MSL, state the separate digits of the thousands, plus the hundreds, if appropriate.

EXAMPLE:

12,000...ONE TWO THOUSAND

EXAMPLE:

12,500...ONE TWO THOUSAND FIVE HUNDRED

At and above 18,000 feet MSL (FL 180), state the words "flight level" followed by the separate digits of the flight level.

EXAMPLE:

190...FLIGHT LEVEL ONE NINER ZERO

275...FLIGHT LEVEL TWO SEVEN FIVE

The three digits of bearing, course, heading or wind direction should always be magnetic. The word "true" must be added when it applies.

EXAMPLES:

(Magnetic course) 005...ZERO ZERO FIVE

(True course) 050...ZERO FIVE ZERO TRUE

(Magnetic bearing) 360...THREE SIX ZERO

(Magnetic heading) 100...HEADING ONE ZERO ZERO

(Wind direction) 220...WIND TWO TWO ZERO

The separate digits of the speed followed by the word "KNOTS." Except, controllers may omit the word "KNOTS" when using speed adjustment procedures; e.g., "REDUCE/INCREASE SPEED TO TWO FIVE ZERO."

EXAMPLE:

(Speed) 250...TWO FIVE ZERO KNOTS

(Speed) 190...ONE NINER ZERO KNOTS

The separate digits of the MACH number preceded by "MACH."

EXAMPLE:

(Mach Number) 1.5...MACH ONE POINT FIVE

(Mach Number) 0.64...MACH POINT SIX FOUR

(Mach Number) 0.7...MACH POINT SEVEN

As a rule, the more complex the airspace, the more complex the communications requirements.

For example, must be on an instrument flight plan and adhere to instrument flight rules (IFR) clearances.

Must obtain clearances from ATC, respond to instructions, acknowledge handoffs; and in general, be in constant radio contact with ATC.

Most busy airports - usually Class B or C

contact the Clearance Delivery controller to request and receive a VFR or IFR departure route, altitude, and clearance.

For VFR departures, request similar to that for taxi clearance.

Who you are (your aircraft's N-number),

Where you are on the airport,

What you want to do (departure type and direction).

Tune to the clearance delivery frequency

Listen to make sure another pilot is not communicating.

Next, say: "Oakland clearance delivery, Cessna two-three-four Kaybeck Foxtrot [at] Kaiser Air, [with ATIS information] Golf, north-east departure."

The controller will give you a clearance that may include specific instructions on heading and altitude to fly, and a squawk code for your transponder.

Ground Control

The ground controller is responsible for:

The movement of aircraft on the surface at airports with control towers.

Most ground control facilities, use a 121.x MHz frequency, e.g. 121.9. 121.7, etc.

"Contact ground point four," means 121.4 MHz. in this case the "121" is understood.

Make sure you have the information before you need it. On charts, the ground control frequency is on the back with the airport listings. It's also in the A/FD, as well as in commercial airport directories and in loran and GPS databases.

At some airports, the ground controller also handles clearance delivery, and the initial call procedure is similar.

"Livermore ground, Cessna two-three-four-Kaybeck-Foxtrot [at] Ahart, taxi [for takeoff with ATIS information] Golf."

The ground controller will respond with your taxi clearance, which you read back: " Cessna two-three-four-Kaybeck-Foxtrot, taxi to Runway two-fife right."

which you read back: " Cessna …four-Kaybeck-Foxtrot, taxi [to Runway] two-fife right."

A control tower is responsible for:

Issuing takeoff and landing clearances, and

Coordinating traffic flow for all aircraft movements in the airport's Class B, C, or D airspace.

At the run-up area at the departure runway, switch to the tower frequency and monitor.

When ready for takeoff, use the same frequency and call tower as follows:

"Livermore Tower, Cessna two-three-four-Kaybeck-Foxtrot, [Runway] two-fife right, ready [for takeoff] right-downwind departure."

If at an intersection,

Identify both the runway AND intersecting runway or taxiway when calling the controller.

E.G., "Livermore Tower, Cessna two-three-four-Kaybeck-Foxtrot, intersection two-fife right at Delta, ready [for takeoff Runway] two-fife right, right-downwind departure."

Hold Short

Taxi Into Position and Hold

Cleared To Takeoff

Expedite vs. Immediate

Because of conflicting traffic, the controller may not be ready to clear you for takeoff:

"Cessna two-three-four-Kaybeck-Foxtrot, hold short runway two-fife right, landing traffic,"

Remain on the taxi side of the hold short line and read back, "hold short two-fife right, four-kaybeck-foxtrot."

If the traffic is landing on another runway or has landed but not cleared, you may hear "Cessna two-three-four-kaybeck-foxtrot. Runway two-fife right, taxi into position and hold."

It's vital that you read this clearance and the assigned runway back to the controller before complying, to ensure it is correct.

The tower may clear you for takeoff:

"Cessna two-three-four-kaybeck-foxtrot. Right downwind departure approved, Runway two-fife right, cleared for takeoff."

You respond with a read-back -"Cessna two-three-four-kaybeck-foxtrot. Runway two-fife right, cleared [to] takeoff."

If the controller issues other instructions, such as "Maintain runway heading," read-back and follow the instructions.

Expedite - Used by ATC when prompt compliance is required to avoid the development of an imminent situation.

Immediate - Used by ATC when such action compliance is required to avoid an imminent situation.

A "hold short" instruction will be given before the runway assignment.

E.G., Cessna two-three-four-Kaybeck-Foxtrot. Hold short, runway two-fife right.

A "position and hold" or "takeoff" instruction will precede the runway assignment.

E.G., Cessna two-three-four-Kaybeck-Foxtrot., runway two-fife right, "taxi into position and hold/cleared to takeoff, Runway two-fife right.

Establish and maintain two-way radio communications with the tower while operating within the Class B, C, and D surface area, unless the tower authorizes otherwise.

The tower controller will issue clearances, traffic pattern information, and information on proper taxi routes.

Tower controllers sequence arriving and departing aircraft based on observed traffic, accurate pilot reports, and anticipated aircraft maneuvers.

Should you decide that maneuvering turns are required to maintain proper spacing, advise the controller if possible.

Except for an emergency situation, never execute a 360-degree turn in the traffic pattern without first advising the controller.Operating at a Class D Airport/Airspace

When approaching or departing from an airport without an operating tower, select the common traffic advisory frequency (CTAF) designated for the airport to obtain airport and traffic information and to communicate your intentions.

Communications on CTAF will always be in the form of:

XYZ traffic, Cessna 1234, position, intention, XYZ.

E.G., "Tracy Traffic, Cessna two-three-four-Kaybeck-Foxtrot, two mile left [traffic] 45, [Runway] three zero, touch and go, Tracy".

Announce the following:

Position when entering the "45",

When entering the downwind,

When turning base,

When turning final,

When turning crosswind.

Note: Always include aircraft type/manufacture to assist others in identifying your plane.

No special regulatory requirements to communicate with ATC within any special-use airspace.

However, if you wish to fly through any special-use airspace, you should contact a flight service station (FSS) within 100 miles of that airspace, or the agency that controls the special use airspace, to check its status.

Prohibited,

Restricted,

Alert, Warning,

Military Operations Area, and

Controlled Firing Areas also exist throughout the nation.

ATIS Clearance Delivery

Ground Control

Tower

Departure/Approach Control

Flight Service Station

Flight Watch

ARTCC

Conditions at the airport of departure,

The local weather, and

NOTAMs (Notices to Airmen) concerning any information pertinent to aviation safety.

Automatic Surface Observation System (ASOS) or Automatic Weather Observing System (AWOS) weather information broadcasts.

Terminal RADAR Approach CONtrol (TRACON), AKA Approach/Departure.

Responsible for directing traffic into and out of airport (Class B, C, and busy D) terminal areas.

Controllers assign transponder codes and provide radar traffic advisories.

For all pilots flying IFR, and for requesting VFR aircraft on a workload-permitting basis.

In class B or C airspace, approach control provides these services to all aircraft.

AKA Advisories or Flight Following.

Don't forget, however, that when you fly VFR,

YOU are responsible for collision avoidance, based on see-and-avoid procedures.

ATC radar traffic advisories can help a pilot - not a substitute for see and avoid.

Use the proper approach control frequency.

Don’t become complacent

The same approach control facility generally divided into many sub-sections, or sectors,

Each with a discrete frequency.

In other words, a pilot approaching from the east may use a different approach control frequency than a pilot approaching from the west.

Approach and departure control are in the same ATC facility - usually a radar room at the base of the control tower for the Class B or C airport - but they may use different frequencies.

Departing Class D airspace,

VFR flights don't have to notify the tower controller that you are changing frequencies.

Tower will tell an IFR flight to contact TRACON.

Departing from a Class C or B airport,

the tower controller usually tells you when to contact TRACON.

"Cessna two-three-four-kaybeck-foxtrot, contact departure one-two-three point eight-five."

You read back the frequency to make sure the controller gave it correctly and that you heard it correctly.

After tuning the frequency and listening to make sure the frequency is clear, you report in "NORCAL departure, Cessna two-three-four-kaybeck-foxtrot, six-hundred [feet] climbing [for] two thousand five hundred."

The TRACON controller will respond with aircraft's N-number and "radar contact."

Unicom (aeronautical advisory station)

Ground Communications Outlet (GCO)

Airport Advisory Areas (LAA)

Prior to entering an airport advisory area, contact the local FSS for airport and traffic advisories.

Self-Announce Procedure (Multicom)

When landing at an airport with a part-time tower and the tower is not in operation, monitor airport traffic and announce position and intentions on designated CTAF

CTAF Procedures

Transmit intentions when 10 miles out and give position reports in traffic pattern.

When activated, an emergency locator transmitter (ELT) transmits on 121.5 MHz and 243.0 MHz.

ELT false alarms can be minimized by monitoring 121.5 MHz during flight, prior to engine shut down and after maintenance.

The battery in an ELT must be replaced, or recharged, after 1/2 its useful life. An ELT may be tested during 1st 5 minutes after the hour.

If aircraft radio fails (after making initial contact) when landing at a controlled airport, observe the traffic flow, enter the pattern, and look for a light signal from the control tower.

Each color or color combination of light signal has a specific meaning for an aircraft in flight or on the airport surface.

AIM 4-3-13

Transmitter and/or receiver inoperative

Remain outside or above the Class D surface area until the direction and flow of traffic has been determined; then,

Join the airport traffic pattern and maintain visual contact with the tower to receive light signals.

Acknowledge light signals.

AIM 4-3-13

Local Airport Advisory (LAA)

provided at selected locations by a colocated FSS

The CTAF for FSSs which provide this service will be disseminated in appropriate aeronautical publications.

In communicating with a CTAF FSS,

inbound aircraft should report approximately 10 miles from the airport, reporting altitude and aircraft type, location relative to the airport, state whether landing or overflight, and request airport advisory.

With you

With request

Tally-ho

Roger That

One point five

Double Key

Ahhhhhh

Life Story

IFR Communications are tools for both the VFR and the IFR Pilot.

The IFR pilot needs to communicate with ATC.

The VFR pilot can gain a great deal of situational awareness by monitoring IFR operations.

Clearance Limit/Departure Procedure

Route of Flight

Altitude Data

Frequency (Departure TRACON)

Transponder Code

Pilots of airborne aircraft should read back those parts of ATC clearances and instructions containing altitude assignments or vectors, as a means of mutual verification.

EXAMPLE: "CLIMBING TO SIX THOUSAND THREE HUNDRED, SKYLANE 1981M"

Beware of similar tail numbers

Use complete call signs when being handed off or accepting clearances.

Call signs should never be abbreviated on an initial contact or at any time when other aircraft call signs have similar numbers &sounds or identical letters & numbers (e.g., Cessna 6132F, Cessna 1622F, Baron 123F, Cherokee 7732F, etc.).

IFR Flight plans are required to fly:

in controlled airspace when less than VFR

in Class A airspace

Requirements to file IFR flight plan

Instrument rated pilot

Instrument current §61.57 (c)

Instrument cert and equipped airplane

The complete registration number

E.g., Skylane 9863H

When reading back the clearance read back the complete identifier to prevent misinterpretation

The clearance limit authorizes you to fly a point - normally the airport of intended landing.

Sometimes because of congestion you are cleared to a fix short of your destination. Expect further clearance (EFC)

Short-range clearance - fix within or near the departure terminal area. Often used in no-radar environment

Instructions on specific headings, altitudes to maintain separation until established on the enroute phase.

Verbal - climb runway heading 1200, right turn 020 to intercept V244

Departure Procedure (DP) - LIVR1.ALTAM says same thing but is charted.

Most often mirrors that requested in filed flight plan. I.e., As Filed

Can vary if flow conditions require - will include leg-by-leg description of route. E.g., V244 - ECA - Direct- MOD - Direct.

Request preferred route if available

TC expects you to fly at your assigned altitudes.

Altitudes are assigned -

Cruise clearance: conduct flight at any altitude from minimum IFR altitude up to and including the assigned altitude without a further clearance.

You may vacate an altitude within the cruise clearance block of airspace without notifying ATC

Your departure clearance will contain the Departure Control (e.g., Sierra Approach) frequency

The transponder or "squawk" code will be supplied in the departure clearance as well.

Fix

Direction of hold

Radial, course, bearing, airway or route

Leg Length

Direction of turns

EFC

Name of destination airport/clearance limit;

Route of flight, I.E., Fix-by-fix, or "as filed"

Assigned initial altitude;

Departure procedure, if apprpriate.

Prohibited in Class A

Requested by pilot

Comply with VFR flying altitudes

Climb to VFR on top

climb through fog, haze or limited visiblity to known VFR conditions on top,

expect clearance limit

You will be "Cleared for Approach" if only one type exists or you are authorized for any of the available approaches

"Cleared for ILS 35 Right Approach" = authorization for only that approach

Once established on a published portion you will probably not be given altitude & heading adjustments.

Notify ATC when leaving a restricted altitude when established.

Circling Approach

Visual Approach

Contact Approach

AKA Circle to Land

initiated by the pilot to align the aircraft with a runway for landing when a straight-in landing from an instrument approach is not possible or is not desirable.

made only after ATC authorization has been obtained and the pilot has established required visual reference to the airport.

Minimum altitude (I.e., MDA) maintained

IFR Flight Plan

Initiated by ATC

Must have airport or preceding airplane in sight

Ceiling 1000 feet AGL & 3 mile visibility

Clear of clouds

Expedite flow of traffic

Radar service terminated when ATC advises switch to tower

AIM 5-4-20

Pilots operating in accordance with an IFR flight plan, may request ATC authorization for a contact approach when:

clear of clouds

at least 1 mile flight visibility

and can reasonably expect to continue to the destination airport in those conditions

AIM 5-4-22

VFR Restrictions to an IFR Clearance

Composite Flight Plan - Both IFR and VFR

Tower Enroute Control Clearance

Departure restrictions

Maintain VFR

Issued at pilots request

e.g., climb or descend in VFR

part of IFR flight plan

must maintain own separations AND in VFR weather while on VFR portion