Radio Calls
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Radio Calls
So I'm now on circuits (have been for a while!) and have found I can never remember what to say on the radio calls! I've got my medical and am doing air law next week- ahhh!!- and so am nearly at solo stage 
The only thing is I'm sure I'll forget to make a call somewhere or say the wrong thing. Any way thats easy to remember what to say? (And any little things that will help with the air law exam please?) x
The only thing is I'm sure I'll forget to make a call somewhere or say the wrong thing. Any way thats easy to remember what to say? (And any little things that will help with the air law exam please?) x
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A friend of mine in Oz used to practice her circuits at home by walking around a rectangular rug and making the calls etc at the appropriate places. She said she found it very helpful.
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What I did was to buy a radio scanner, and then sit at home and listen to Biggin Approach to get my ear tuned in. Are you learning at an airport with ATC or FIS or A/G? It doesn't make too much difference but it's a good start to know the typical calls and expected responses for your particular airfield. Obviously listening in on a scanner is not quite the same as doing it yourself, so make sure you are familiar with the most important r/t phrase: Say again G-XX!
There's nothing wrong with writing yourself a prompt sheet either for the normal stuff like booking out and standard calls.
Only other thing I can think of is make sure you are happy with holding in the circuit, and have a planned alternate just in case even when you are just flying cicuits. If someone else crashes what will you do?
Speaking on the radio gets easier with practice, and if you have no clue what to say just speak normally. If you aren't sure what was said, ask for it to be repeated. Even if it turns out to have been a call for a different aircraft at least you will know you haven't missed anything.
It isn't as complicated as it at first seems. You will be fine. If you make an arse of yourself... well we've all been there! Good luck!
There's nothing wrong with writing yourself a prompt sheet either for the normal stuff like booking out and standard calls.
Only other thing I can think of is make sure you are happy with holding in the circuit, and have a planned alternate just in case even when you are just flying cicuits. If someone else crashes what will you do?
Speaking on the radio gets easier with practice, and if you have no clue what to say just speak normally. If you aren't sure what was said, ask for it to be repeated. Even if it turns out to have been a call for a different aircraft at least you will know you haven't missed anything.
It isn't as complicated as it at first seems. You will be fine. If you make an arse of yourself... well we've all been there! Good luck!
Moderator
Hannah,
Don't worry too much, it will come with time. If someone hears you on the radio, and does not understand what you're trying to say, they'll probably ask you. Do your best to assure that when you're giving position reports, you are where you say you are. If you're not sure, say so, so the other local pilots also know that you're not sure. You would much rather admit you're uncertain of your position, than to report that you are somewhere that you're not.
In general, if you're near an uncontrolled airport (in the circuit) and you're going to change direction or altitude, that's a good time tell annouce your intentions on the radio.
If you are flying from a controlled airport, the radio work is going to be more important, but you'll also have examples being set for you (both good and bad). When you receive an instruction or clearance, it is good self discipline to read back that pivotal information. Two reasons: It firms it up in your mind, and assures that you actually thought about what you heard, and what you read back is either correct, and that's what you should do, or the controller will correct you, and the process starts again, but with no misunderstandings.
What can be bad is:
(ATC) "G-ABCD cleared to land runway 26",
(G-ABCD) "BCD, Understood". But it was not, and you thought ATC said runway 34, and that's where you land - everyone's unhappy then.
Instead, you respond: "BCD, cleared to land runway 34".
ATC says (with a tiny amount of trauma) "Negative G-ABCD, you're cleared to land on runway 26".
You then reply: "BCD cleared to land 26" - and eveyone's happy.
If the environment you're flying in is not that formal, consider still running through the vocal motions in your mind, that way they're more routine for you when you start flying in more busy airspace....
It's all about everyone understanding everyone else. As long as they do, things go well....
Don't worry too much, it will come with time. If someone hears you on the radio, and does not understand what you're trying to say, they'll probably ask you. Do your best to assure that when you're giving position reports, you are where you say you are. If you're not sure, say so, so the other local pilots also know that you're not sure. You would much rather admit you're uncertain of your position, than to report that you are somewhere that you're not.
In general, if you're near an uncontrolled airport (in the circuit) and you're going to change direction or altitude, that's a good time tell annouce your intentions on the radio.
If you are flying from a controlled airport, the radio work is going to be more important, but you'll also have examples being set for you (both good and bad). When you receive an instruction or clearance, it is good self discipline to read back that pivotal information. Two reasons: It firms it up in your mind, and assures that you actually thought about what you heard, and what you read back is either correct, and that's what you should do, or the controller will correct you, and the process starts again, but with no misunderstandings.
What can be bad is:
(ATC) "G-ABCD cleared to land runway 26",
(G-ABCD) "BCD, Understood". But it was not, and you thought ATC said runway 34, and that's where you land - everyone's unhappy then.
Instead, you respond: "BCD, cleared to land runway 34".
ATC says (with a tiny amount of trauma) "Negative G-ABCD, you're cleared to land on runway 26".
You then reply: "BCD cleared to land 26" - and eveyone's happy.
If the environment you're flying in is not that formal, consider still running through the vocal motions in your mind, that way they're more routine for you when you start flying in more busy airspace....
It's all about everyone understanding everyone else. As long as they do, things go well....
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This will help you.
CAP 413 Radiotelephony Supplement 3: A Reference Guide to UK Radiotelephony Phraseology for General Aviation Pilots | Publications | CAA
One of the Campaign's better documents.
Frank Leopald
CAP 413 Radiotelephony Supplement 3: A Reference Guide to UK Radiotelephony Phraseology for General Aviation Pilots | Publications | CAA
One of the Campaign's better documents.
Frank Leopald
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Who you are (Reg / type)
where you are (position / alt)
what you want. (Traffic service / controlled Airspace Transit / rejoin / Landing etc...)
Remember these and anything you forget ATC / AG / FISO will ask you....
where you are (position / alt)
what you want. (Traffic service / controlled Airspace Transit / rejoin / Landing etc...)
Remember these and anything you forget ATC / AG / FISO will ask you....
Instead, you respond: "BCD, cleared to land runway 34".
ATC says (with a tiny amount of trauma) "Negative G-ABCD, you're cleared to land on runway 26".
You then reply: "BCD cleared to land 26" - and eveyone's happy.
ATC says (with a tiny amount of trauma) "Negative G-ABCD, you're cleared to land on runway 26".
You then reply: "BCD cleared to land 26" - and eveyone's happy.
2 s
Moderator
Ouch!
However, pilots should certainly conform to local practices as much as possible.
Moderator
You have a difference from ICAO
When I have used my radio in the manner I related, as are all the other pilots I'm listening to, everyone seems happy, things seem safe, and ATC has no comment. It's been like that for decades. Should I double think myself, worrying about the precise order of the content of my transmission, or it's possible ICAO non compliance? Not if everyone else around me is doing it the same way I am, I'm just flying from A to B as safely a I can.
If no one else in my "local" area is worried about precise adherence to ICAO VFR radio procedures, I'm not going to be either. Of course, should I be flying in ICAO intense regions, and be informed I have made an error, I will certainly make every effort to conform. In the mean time, everyone who heard my ICAO non compliant transmission still knew what I was trying to communicate, and isn't that really the important point?
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There are loads of differences in radio calls between ICAO, the USA, the UK, and some parts of Europe.
None of them are major in a "safety" sense, but there is enough there to make you fail the otherwise trivial 24-question JAA IR "IFR Comms" exam if you didn't work through the question bank
They also change from one year to the next, here and there.
For example under ICAO you "climb to two thousand feet" whereas in the UK, and in most other European countries, the word "to" is omitted for obvious reasons.
But at the PPL level there is nothing significant. Anyway I suspect remembering the radio calls is not the biggest issue for the typical 10hr/year UK PPL
None of them are major in a "safety" sense, but there is enough there to make you fail the otherwise trivial 24-question JAA IR "IFR Comms" exam if you didn't work through the question bank
They also change from one year to the next, here and there.
For example under ICAO you "climb to two thousand feet" whereas in the UK, and in most other European countries, the word "to" is omitted for obvious reasons.
But at the PPL level there is nothing significant. Anyway I suspect remembering the radio calls is not the biggest issue for the typical 10hr/year UK PPL
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I have to say having flown mostly in the US in the last year that comms here can be very sloppy. Americans love abbreviations and shorthands to the point where it can be a slight safety hazard for someone not used to it. I've always said as long as you make yourself understood in a safe way, that's good enough. But I do see the point in sticking to ICAO for some things - it makes it safer. Doesn't mean we all have to say "tree", "fifer" all the time, but at least be accurate when it counts, like altitude changes, clearances and alerts. Not "outta six for three and half" like they do here.
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Ouch! The runway designator should precede the clearance, both from ATC and in the pilot readback. And the pilot readback should end with the callsign!
From the Transport Canada Aeronautical Information Manual:
5.9 Standard Radio Telephony
General
The Radio communication Regulations specify that aeronautical radio communications are restricted to communications relating to
Pilots should
(a) send radio messages clearly and concisely using standard phraseology whenever practical;
(b) plan the content of the message before transmitting; and
(c) listen out before transmitting to avoid interference with other transmissions.
Message: Radiotelephony traffic generally consists of four parts: the call-up, the reply, the message and the acknowledgement.
Pilot: REGINA TOWER, (THIS IS) CESSNA FOXTROT BRAVO CHARLIE DELTA (OVER).
Tower: CESSNA FOXTROT BRAVO CHARLIE DELTA, REGINA TOWER.
Pilot: REGINA TOWER, FOXTROT BRAVO CHARLIE DELTA, TEN SOUTH THREE THOUSAND FIVE HUNDRED FEET VFR LANDING INSTRUCTIONS
Tower: BRAVO CHARLIE DELTA, REGINA TOWER, RUNWAY TWO SIX, WIND TWO THREE ZERO AT TEN, ALTIMETER TWO NINE NINE TWO, CLEARED TO THE CIRCUIT.
Pilot: BRAVO CHARLIE DELTA.
The terms “this is” and “over” may be omitted, and if no likelihood of confusion exists, the call sign for the agency being called maybe abbreviated as follows:
Pilot: TOWER, BRAVO CHARLIE DELTA, CONFIRM RIGHT TURN.
Message Acknowledgement: Pilots should acknowledge the receipt of all messages directed to them, including frequency changes. Such acknowledgement may take the form of a transmission of the aircraft call sign, a repeat of the clearance with the aircraft call sign or the call sign with an appropriate word(s).
Tower: VICTOR LIMA CHARLIE, CLEARED TO LAND.
Pilot: VICTOR LIMA CHARLIE.
Tower: FOXTROT VICTOR LIMA CHARLIE, CONFIRM YOU ARE AT FIVE THOUSAND.
Pilot: FOXTROT VICTOR LIMA CHARLIE, AFFIRMATIVE.
NOTE: The clicking of the microphone button as a form of acknowledgement is not an acceptable radio procedure.
General
The Radio communication Regulations specify that aeronautical radio communications are restricted to communications relating to
- the safety and navigation of an aircraft;
- the general operation of the aircraft; and
- the exchange of messages on behalf of the public.
Pilots should
(a) send radio messages clearly and concisely using standard phraseology whenever practical;
(b) plan the content of the message before transmitting; and
(c) listen out before transmitting to avoid interference with other transmissions.
Message: Radiotelephony traffic generally consists of four parts: the call-up, the reply, the message and the acknowledgement.
Pilot: REGINA TOWER, (THIS IS) CESSNA FOXTROT BRAVO CHARLIE DELTA (OVER).
Tower: CESSNA FOXTROT BRAVO CHARLIE DELTA, REGINA TOWER.
Pilot: REGINA TOWER, FOXTROT BRAVO CHARLIE DELTA, TEN SOUTH THREE THOUSAND FIVE HUNDRED FEET VFR LANDING INSTRUCTIONS
Tower: BRAVO CHARLIE DELTA, REGINA TOWER, RUNWAY TWO SIX, WIND TWO THREE ZERO AT TEN, ALTIMETER TWO NINE NINE TWO, CLEARED TO THE CIRCUIT.
Pilot: BRAVO CHARLIE DELTA.
The terms “this is” and “over” may be omitted, and if no likelihood of confusion exists, the call sign for the agency being called maybe abbreviated as follows:
Pilot: TOWER, BRAVO CHARLIE DELTA, CONFIRM RIGHT TURN.
Message Acknowledgement: Pilots should acknowledge the receipt of all messages directed to them, including frequency changes. Such acknowledgement may take the form of a transmission of the aircraft call sign, a repeat of the clearance with the aircraft call sign or the call sign with an appropriate word(s).
Tower: VICTOR LIMA CHARLIE, CLEARED TO LAND.
Pilot: VICTOR LIMA CHARLIE.
Tower: FOXTROT VICTOR LIMA CHARLIE, CONFIRM YOU ARE AT FIVE THOUSAND.
Pilot: FOXTROT VICTOR LIMA CHARLIE, AFFIRMATIVE.
NOTE: The clicking of the microphone button as a form of acknowledgement is not an acceptable radio procedure.
Moderator
I recall decades ago, walking out to my plane to depart a Canadian uncontrolled, but mandatory frequency airport, which was served by an on site "Flight Service Specialist". I noticed another pilot walking to her aircraft. As I was just airborne, I heard her make her first call to the FSS after start up. She sounded a little uncertain - perhaps a student. He replied to her: "ABC, state your intentions...". Her reply to this did not satisfy him. He restated his request with identical wording. She knew she had not satisfied him, and stumbled a different reply. He restated a third time... then she just transmitted "Ummm...".
He then transmitted: "where'y goin mam?". Her one word reply was the name of another nearby airport. He replied: "that's all I wanted to know..."
At this point, I'm sure the poor lady was totally rattled, and probably did not perform as well as a pilot as she knew she could. I was appalled. I asked her to meet me on another frequency once clear, which she did. (I'm sure he did too). I reassured her that the treatment was entirely unacceptable, and she should not tolerate it. Her reply was: "Oh, it's okay...". I suggested it was not, but otherwise left it at that, and wished her a nice flight home.
When I got home, I called Transport Canada, and asked that the tapes be seized from that airport. They were. The TC staff member who seized the tapes phoned me back a few days later. "I can't believe what I heard" he told me. "We hear about things like this after the fact, but rarely in time to seize the tapes, thanks for calling so promptly". Ultimately, at my suggestion the FSS person wrote a letter of apology to the pilot.
Ultimately, were all here to share the sky safely. If radio work is not perfect, it's not important, as long as everyone is clearly understood. Certainly, there are appropriate procedures, and when we have all absolutely prefected the "Aviate" and "Navigate", it will be time to perfect "Communicate". Until then, let's just do our best to follow the specified procedures, but more importantly, be clear...
He then transmitted: "where'y goin mam?". Her one word reply was the name of another nearby airport. He replied: "that's all I wanted to know..."
At this point, I'm sure the poor lady was totally rattled, and probably did not perform as well as a pilot as she knew she could. I was appalled. I asked her to meet me on another frequency once clear, which she did. (I'm sure he did too). I reassured her that the treatment was entirely unacceptable, and she should not tolerate it. Her reply was: "Oh, it's okay...". I suggested it was not, but otherwise left it at that, and wished her a nice flight home.
When I got home, I called Transport Canada, and asked that the tapes be seized from that airport. They were. The TC staff member who seized the tapes phoned me back a few days later. "I can't believe what I heard" he told me. "We hear about things like this after the fact, but rarely in time to seize the tapes, thanks for calling so promptly". Ultimately, at my suggestion the FSS person wrote a letter of apology to the pilot.
Ultimately, were all here to share the sky safely. If radio work is not perfect, it's not important, as long as everyone is clearly understood. Certainly, there are appropriate procedures, and when we have all absolutely prefected the "Aviate" and "Navigate", it will be time to perfect "Communicate". Until then, let's just do our best to follow the specified procedures, but more importantly, be clear...
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He replied to her: "ABC, state your intentions...".
G-CD State your intentions
Answer: Honourable
G-CD what was the point of your departure?
Answer: To get from there to here.
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Years ago pootle-ing over the Everglades on my way back to Naples I enjoyed listening to the slick and not so slick r/t. Seemed like all transmissions had to start with 'ahhhh'.
Then a guy in a twin Cessna called up "Ahhh, just visual at thirty four hundred, decimal 92, with you in 10."
Naples TWR asked for a position report which just got an extended 'aahhhhhh'
'What are you over presently, sir?' "Ahhh a golf course"
'Over a golf course in Florida, real helpful that!'
SGC
Then a guy in a twin Cessna called up "Ahhh, just visual at thirty four hundred, decimal 92, with you in 10."
Naples TWR asked for a position report which just got an extended 'aahhhhhh'
'What are you over presently, sir?' "Ahhh a golf course"
'Over a golf course in Florida, real helpful that!'
SGC
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RT
I highly recommend the pooleys radiotelephony by helena hughes and sebastian pooley. just keep playing the 5 cd's in the car or on your ipod. practice.
We just did a course with rod brown at cabair / denham excellent.
down load the cap413 for pilots which is an interactive pdf file which covers it with text and spoken examples.
regards
wayne
We just did a course with rod brown at cabair / denham excellent.
down load the cap413 for pilots which is an interactive pdf file which covers it with text and spoken examples.
regards
wayne