Radio Calls in Oz
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Location: Australia, maybe
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ICAO comprehension requirements to achieve a minimum level 4 to operate as a pilot.
WTF do we need to know the concreting business now? 
Although in QANTAS that may be a good thing to have shortly.
Operational 4
Vocabulary range and accuracy are usually sufficient to communicate effectively on common, concrete, and work related topics.
Can often paraphrase successfully when lacking vocabulary in unusual or unexpected circumstances.
Basic grammatical structures and sentence patterns are used creatively and are usually well controlled. Errors may occur, particularly in unusual or unexpected
circumstances, but rarely interfere with meaning.
Pronunciation, stress, rhythm, and intonation are influenced by the first language or regional variation but only sometimes interfere with ease of understanding.
Produces stretches of language at an appropriate tempo. There may be occasional loss of fluency on transition from rehearsed or formulaic speech to spontaneous interaction, but this does not prevent effective communication. Can make limited use of discourse markers or connectors. Fillers are not distracting.
Comprehension is mostly accurate on common, concrete, and work related topics when the accent or variety used is sufficiently intelligible for an international community of users. When the speaker is confronted with a
linguistic or situational complication or an unexpected turn of events, comprehension may be slower or require clarification strategies.
Responses are usually immediate, appropriate, and informative. Initiates and maintains exchanges even when dealing with an unexpected turn of events. Deals adequately with apparent misunderstandings by checking, confirming, or clarifying.
Vocabulary range and accuracy are usually sufficient to communicate effectively on common, concrete, and work related topics.
Can often paraphrase successfully when lacking vocabulary in unusual or unexpected circumstances.
Basic grammatical structures and sentence patterns are used creatively and are usually well controlled. Errors may occur, particularly in unusual or unexpected
circumstances, but rarely interfere with meaning.
Pronunciation, stress, rhythm, and intonation are influenced by the first language or regional variation but only sometimes interfere with ease of understanding.
Produces stretches of language at an appropriate tempo. There may be occasional loss of fluency on transition from rehearsed or formulaic speech to spontaneous interaction, but this does not prevent effective communication. Can make limited use of discourse markers or connectors. Fillers are not distracting.
Comprehension is mostly accurate on common, concrete, and work related topics when the accent or variety used is sufficiently intelligible for an international community of users. When the speaker is confronted with a
linguistic or situational complication or an unexpected turn of events, comprehension may be slower or require clarification strategies.
Responses are usually immediate, appropriate, and informative. Initiates and maintains exchanges even when dealing with an unexpected turn of events. Deals adequately with apparent misunderstandings by checking, confirming, or clarifying.
Although in QANTAS that may be a good thing to have shortly.
Fark, my piolot lisens sez I am Level Siks but I unnerstand not a word of dat mumbo jumbo. But I spikka da English OK for ol man. Da nice man in de kontoll tower an me get on reel good. Other piolot also unnerstand me.
Fillies distrak me lotta time so maybe dat is problem?
Fillies distrak me lotta time so maybe dat is problem?
Last edited by Mach E Avelli; 11th Sep 2012 at 02:26.
"ABC 123 when vacacted call the ground on point niner, cheers". It took me a while to figure out he was refering to the ground freq of 121.9!!
Not reading your country briefing, I see. FAA specifically nominate that for all ground control frequencies in the 121.x range, Tower will just say "Call .x".
SOPS not up with the SOPs??
Tootle pip!!
short flights long nights
fair call...and I am up with them now
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Heard in the US -
ATC - "Contact 121.75"
US Reply "Roger 21 and three quarters"
ATC - "Contact 121.75"
US Reply "Roger 21 and three quarters"
Melbourne Departures United 123 airborne through one point five for five....
United123 - roger, 1234 on the box, cummin atcha now.
And dare we mention THE Speedbird.
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The dreaded thread
Oh, how I wish this thread had never been started. I was going to have a dig, but Mamma says it's dinner time, then my bath, then, I get to talk to Teddy for 5 minutes.
Sounds like more fun - don't you agree?
Sounds like more fun - don't you agree?
In Australia is there ever any requirement to call visual? I can't find anything about It in Gen 3.4. Is it part of contacting approach and reporting in flight conditions?
1.11.1.6 When making first contact with Approach Control, the following apply:
a. Not Identified — report DME distance if available, together with either the radial if VOR available, or compass quadrant from the aerodrome, assigned level, flight conditions and advise receipt of the ATIS (code);
b. Identified — report assigned level,flight conditions, if appropriate, and receipt of the ATIS (code);
a. Not Identified — report DME distance if available, together with either the radial if VOR available, or compass quadrant from the aerodrome, assigned level, flight conditions and advise receipt of the ATIS (code);
b. Identified — report assigned level,flight conditions, if appropriate, and receipt of the ATIS (code);
Just read your post properly and you already knew this! I only report visual if the the STAR ends in a visual approach. I'm sure ATC don't care if I am in cloud, on cloud, under cloud or might go through a cloud if I am heading for the ILS.
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Travelator, thanks for mentioning that ref, even if the OP did know it.
I've been wondering ever since I started flying IFR here whether to report "IMC" on initial contact with a Class D tower, when not visual.
Your reference indicates yes, I should.
About a hundred pages further on in Jeppd, Communications - Phraseologies - 7.7 Frequency Management, "Flights contacting Approach Control", the only mention of flight conditions is, if a visual approach can be made, append "visual" to the initial contact call.
What do you all do? Report "IMC" or say nothing until visual?
I've been wondering ever since I started flying IFR here whether to report "IMC" on initial contact with a Class D tower, when not visual.
Your reference indicates yes, I should.
About a hundred pages further on in Jeppd, Communications - Phraseologies - 7.7 Frequency Management, "Flights contacting Approach Control", the only mention of flight conditions is, if a visual approach can be made, append "visual" to the initial contact call.
What do you all do? Report "IMC" or say nothing until visual?
I say nothing until visual but only if we will be doing a visual approach. In class C the "flight conditions" is "if appropriate" and it's only appropriate if a visual approached is expected.
An IFR aircraft will be treated as if in IMC unless otherwise stated. You will not be given an altitude below MVA/MSA/LSALT unless you have called visual. Calling "in cloud" will have no effect on how ATC clear you for an IAP. It may be beneficial if ATC can shorten you for a visual but this doesnt really happen to jets at the busier airports.
I do the same for a class D tower.
An IFR aircraft will be treated as if in IMC unless otherwise stated. You will not be given an altitude below MVA/MSA/LSALT unless you have called visual. Calling "in cloud" will have no effect on how ATC clear you for an IAP. It may be beneficial if ATC can shorten you for a visual but this doesnt really happen to jets at the busier airports.
I do the same for a class D tower.
