ICAO standard RT
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ICAO standard RT
Is there a standard ICAO document regarding stardard RT usage I have surfed Google for a while, but have not found anything definitive.
For example: I looking for the definitive rt use for 'position and hold' (US and Canada) 'line upand wait' (Uk and others) 'Line up runwayXX,be ready for immediate' as well as other such regional variations?
Also in there a definitive Oceanic procedures document for rt phaseology?
I am a serving contract pilot, working wherever the work is worldwide and I am trying to get a definitive answer. Perhaps some Longhaul Guy's could assist as you operate out of different conutries/regions daily. What do your Sop's, route briefs say about such regional differences?
Thank you in advance
Al
For example: I looking for the definitive rt use for 'position and hold' (US and Canada) 'line upand wait' (Uk and others) 'Line up runwayXX,be ready for immediate' as well as other such regional variations?
Also in there a definitive Oceanic procedures document for rt phaseology?
I am a serving contract pilot, working wherever the work is worldwide and I am trying to get a definitive answer. Perhaps some Longhaul Guy's could assist as you operate out of different conutries/regions daily. What do your Sop's, route briefs say about such regional differences?
Thank you in advance
Al
Last edited by alw; 24th Nov 2006 at 16:29. Reason: shocking grammar, spelling and god knows what else!
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Thank you for that I've also got hold of CAP413 and ICAO annex10 DOC4444. If anyone out there could give me some indication of what their Ops manuals say about these regional differences and operating through various regions.
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The ICAO "Manual of Radiotelephony" is Doc 9432-AN/925. I don't have a link for it, but in answer to your question - there IS such a document.
http://dcaa.slv.dk:8000/icaodocs/Doc...ed.%202006.pdf
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R/T differences
AIW -
xxx
I personally know the "differences" by years of experience, on the routes I have flown.
xxx
Might be ok to get these ICAO R/T publications, as a mere curiosity... but what good would it be if the controllers in a given country do not strictly observe them...? Will you file a report to their CAA, for non-observance of standard ICAO phraseology...?
xxx
Yes, in the case of USA, and you in Canada as well, are using local differences. Dont complain about the USA not using "line-up and wait" or not knowing what a QNH and mB/hPa are... Is enough that we have to deal with different units (i.e. visibilities in statute miles) or in other countries, getting a wind speed in meters per second...
xxx
In some parts of the world, I am happy to get a controller who can somewhat pronounce English in a manner that I can understand, that is good enough for me. So I excuse these people from failing the strict verbiage of ICAO R/T...
xxx
I remember landing once at LAX, with my Argentina AR call sign, and the tower telling me that "my traffic" was in short final over the "405" (freeway). How in hell would an Argentine pilot know, what and where in hell, is the 405, unless he has like me, lived 25 years in the Los Angeles area... The 405 is yet to appear in print in ICAO R/T procedures... Agreed...?
xxx
Look at Saudi Arabia... anti-alcohol as they are (except for "sadiqi" moonshine) so in their spelling alphabet, W is "white", rather than "whiskey" (wah haram insh'Allah...!).
xxx
Obvious, if you are with airlines, you will generally fly the routes you are accustomed to, and familiar with particular local R/T procedures. We have a huge library of all AIPs of all countries we overfly or operate to. When I went to Japan and Korea for the 2002 FIFA World Cup, area that I had not flown to since 1990, I read the AIPs for Japan and Korea a week before we flew our national soccer team. There was valuable information.
xxx
If a corporate airplane, maybe the two pilots, never went to that part of the world, and that airport... Extensive international experience is an extremely valuable commodity... hire a co-pilot for that trip, who has been "there" a few times and knows the local procedures in R/T...
xxx
Happy contrails
xxx
I personally know the "differences" by years of experience, on the routes I have flown.
xxx
Might be ok to get these ICAO R/T publications, as a mere curiosity... but what good would it be if the controllers in a given country do not strictly observe them...? Will you file a report to their CAA, for non-observance of standard ICAO phraseology...?
xxx
Yes, in the case of USA, and you in Canada as well, are using local differences. Dont complain about the USA not using "line-up and wait" or not knowing what a QNH and mB/hPa are... Is enough that we have to deal with different units (i.e. visibilities in statute miles) or in other countries, getting a wind speed in meters per second...
xxx
In some parts of the world, I am happy to get a controller who can somewhat pronounce English in a manner that I can understand, that is good enough for me. So I excuse these people from failing the strict verbiage of ICAO R/T...
xxx
I remember landing once at LAX, with my Argentina AR call sign, and the tower telling me that "my traffic" was in short final over the "405" (freeway). How in hell would an Argentine pilot know, what and where in hell, is the 405, unless he has like me, lived 25 years in the Los Angeles area... The 405 is yet to appear in print in ICAO R/T procedures... Agreed...?
xxx
Look at Saudi Arabia... anti-alcohol as they are (except for "sadiqi" moonshine) so in their spelling alphabet, W is "white", rather than "whiskey" (wah haram insh'Allah...!).
xxx
Obvious, if you are with airlines, you will generally fly the routes you are accustomed to, and familiar with particular local R/T procedures. We have a huge library of all AIPs of all countries we overfly or operate to. When I went to Japan and Korea for the 2002 FIFA World Cup, area that I had not flown to since 1990, I read the AIPs for Japan and Korea a week before we flew our national soccer team. There was valuable information.
xxx
If a corporate airplane, maybe the two pilots, never went to that part of the world, and that airport... Extensive international experience is an extremely valuable commodity... hire a co-pilot for that trip, who has been "there" a few times and knows the local procedures in R/T...
xxx
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BelArgUSA - You make some good points but actually this is quite a pragmatic document and understands the role of local differences within the core R/T framework.
You probably won`t want to wade through the whole thing but Chapter 3 (3.2 to 3.2.4) is worth a look to put these differences in some sort of context.
I found a national differences annexe document as well.. a handy reference for any new countries.
You probably won`t want to wade through the whole thing but Chapter 3 (3.2 to 3.2.4) is worth a look to put these differences in some sort of context.
I found a national differences annexe document as well.. a handy reference for any new countries.
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What bugs us about "R/T" differences...
Hola Windriver -
xxx
Thank you for mentioning that publication, I will certainly have a look at it, and incorporate it in our "International Operations Training" programmes... particularly the "national differences" seems a good idea as format.
xxx
Personally, I often went on the line to train new captains or F/Os on some routes to USA/Canada destinations, these new trainees are all experienced 737 or MD-80 pilots before they step into 747 operations. But when it comes to deal with USA/Canada R/T, I prefer to handle the R/T myself, rather than frustrate my "boys" with numerous "say again"... The worst places are ORD Chicago and JFK New York... Approach and departure, tower or ground controllers there have NO patience. Most Argentine pilots, despite being good with practical English, cannot handle "local accents" much, whether "Yanks", "Limeys", "Kiwis" or "Aussies"...
xxx
Give you an example of notorious USA controllers R/T verbiage... -
- Chicago, ARG 1234, approaching FL2-4-0, requesting lower...
- ARG 1234, contact 1-24 point 75... Good morning...
- Chicago, ARG 1234, 1-2-4 decimal 7-5, so long...
Then...
- Chicago, ARG 1234 FL2-4-0, for lower... Good morning...
- Good Morning ARG 1234, descent to and maintain one six thousand, altimeter... nine nine eight...
(Please specify to foreign planes the transition level 180, 185, could be even 190, some dont know the way it works)...
- Chicago, ARG 1234 vacating 2-4-0 for one six thousand, two niner niner eight...
In this situation, I knew some USA controllers drop the first digit of altimeter settings (QNH), I selected 29.98 inches on my altimeter, but my F/O selected 998 hPa on his. It is only when we did level off that the F/E noticed a discrepancy between our altimeters. Could have been a "error" both of us were induced to make...
xxx
Often after landing ORD, tower would tell us "contact ground point eight seven"... I know most ground frequencies in USA are "121 something", but non-USA pilots are not aware of that... On top of that, the staff in ORD tower and ground control suffer of elevated blood pressure...
Anytime we "third world idiots" need to beg for a "say again", no need to tell you how we get treated.
xxx
Long ago, flew to Montréal YUL and made a "big mistake" to impress the Dorval boys that Argentines can "parler français" (my French is perfect, born in Belgium). But I could not understand much of Québecois vocabulary/accent. I attempted to revert to English, but the tower had decided to continue using Québecois... Never will do that mistake again...
xxx
About UK and Ireland, no problems, except that as my English is "made in USA", I have to listen good to ATC... If controllers' accent is like it is spoken with the BBC World Service, never a problem. Besides that, I will accept anyone joking at my own accent when enjoying a dart game with a few pints of Harp in a pub in Crawley... P.S. - I never win...
xxx
Happy contrails
xxx
Thank you for mentioning that publication, I will certainly have a look at it, and incorporate it in our "International Operations Training" programmes... particularly the "national differences" seems a good idea as format.
xxx
Personally, I often went on the line to train new captains or F/Os on some routes to USA/Canada destinations, these new trainees are all experienced 737 or MD-80 pilots before they step into 747 operations. But when it comes to deal with USA/Canada R/T, I prefer to handle the R/T myself, rather than frustrate my "boys" with numerous "say again"... The worst places are ORD Chicago and JFK New York... Approach and departure, tower or ground controllers there have NO patience. Most Argentine pilots, despite being good with practical English, cannot handle "local accents" much, whether "Yanks", "Limeys", "Kiwis" or "Aussies"...
xxx
Give you an example of notorious USA controllers R/T verbiage... -
- Chicago, ARG 1234, approaching FL2-4-0, requesting lower...
- ARG 1234, contact 1-24 point 75... Good morning...
- Chicago, ARG 1234, 1-2-4 decimal 7-5, so long...
Then...
- Chicago, ARG 1234 FL2-4-0, for lower... Good morning...
- Good Morning ARG 1234, descent to and maintain one six thousand, altimeter... nine nine eight...
(Please specify to foreign planes the transition level 180, 185, could be even 190, some dont know the way it works)...
- Chicago, ARG 1234 vacating 2-4-0 for one six thousand, two niner niner eight...
In this situation, I knew some USA controllers drop the first digit of altimeter settings (QNH), I selected 29.98 inches on my altimeter, but my F/O selected 998 hPa on his. It is only when we did level off that the F/E noticed a discrepancy between our altimeters. Could have been a "error" both of us were induced to make...
xxx
Often after landing ORD, tower would tell us "contact ground point eight seven"... I know most ground frequencies in USA are "121 something", but non-USA pilots are not aware of that... On top of that, the staff in ORD tower and ground control suffer of elevated blood pressure...
Anytime we "third world idiots" need to beg for a "say again", no need to tell you how we get treated.
xxx
Long ago, flew to Montréal YUL and made a "big mistake" to impress the Dorval boys that Argentines can "parler français" (my French is perfect, born in Belgium). But I could not understand much of Québecois vocabulary/accent. I attempted to revert to English, but the tower had decided to continue using Québecois... Never will do that mistake again...
xxx
About UK and Ireland, no problems, except that as my English is "made in USA", I have to listen good to ATC... If controllers' accent is like it is spoken with the BBC World Service, never a problem. Besides that, I will accept anyone joking at my own accent when enjoying a dart game with a few pints of Harp in a pub in Crawley... P.S. - I never win...
xxx
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Hello again BelArgUSA
More interesting points, and you're not the first person I`ve come across to say these things.
As my interest in all this is from a training perspective I have to deal primarily with published procedures hence my interest in some of these more obscure documents.
Arguably in respect of R/T the most critical areas concern level requests/instructions and anything with a potential for a runway incursion.
Presumably it's just as quick for ATC/Pilots to use the published phraseology and reduce the potential for misunderstandings.
As far as I can make out the core documents make no allowances for variations in these phases of operations.
A Say Again will usually take more controller time than a "text book" instruction and response.
Is there a problem in real life? I don`t know, and presumably the national standards bodies don`t think so... most people get by don`t they??
More interesting points, and you're not the first person I`ve come across to say these things.
As my interest in all this is from a training perspective I have to deal primarily with published procedures hence my interest in some of these more obscure documents.
Arguably in respect of R/T the most critical areas concern level requests/instructions and anything with a potential for a runway incursion.
Presumably it's just as quick for ATC/Pilots to use the published phraseology and reduce the potential for misunderstandings.
As far as I can make out the core documents make no allowances for variations in these phases of operations.
A Say Again will usually take more controller time than a "text book" instruction and response.
Is there a problem in real life? I don`t know, and presumably the national standards bodies don`t think so... most people get by don`t they??
BelArgUSA
If the world adopted US ATC lingo, we would have to become experts at local geography! At most US airports the level of local knowledge assumed by controllers is often amazing. In LA, you better know the highway system, in NY, lakes, highways, oil tanks, stadiums and such are all fair game. Used to fly out of TUS, and knowing where a set of tennis courts were located was important. Wonder US crews can figure it out.
Coming into MDW yesterday:
Approach: "SWxxx, what's your speed?"
SWxxx "250 kts"
Approach: "Well your leading the pack and your 250 kts is slower than everyone else, pick it up"
SWxxx: "Well, we're actually at 240 kts"
Classic ORD approach!!
If the world adopted US ATC lingo, we would have to become experts at local geography! At most US airports the level of local knowledge assumed by controllers is often amazing. In LA, you better know the highway system, in NY, lakes, highways, oil tanks, stadiums and such are all fair game. Used to fly out of TUS, and knowing where a set of tennis courts were located was important. Wonder US crews can figure it out.
Coming into MDW yesterday:
Approach: "SWxxx, what's your speed?"
SWxxx "250 kts"
Approach: "Well your leading the pack and your 250 kts is slower than everyone else, pick it up"
SWxxx: "Well, we're actually at 240 kts"
Classic ORD approach!!
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250
Hola Galaxy...
xxx
Did the Windy City Approach guys told you "two-fifty"...?
Or was it (slightly adapted "ICAOese" lingo) "two-five-oh"...!
At least in the UK, you get a "two-fife-zeeeeeero"...
We Gauchos confuse 2-fifty, and 2-fifteen...
xxx
The "Valley Boys" of LA say 405 "four-oh-five"
Nobody knows the "four-zero-five" freeway...
Bearing in mind that there the Harbor Freeway I have had to deal with...
One of these days, going to the US, I will carry a Rand-McNally freeway map, to supplement the Jepps...
Gag me with a spoon...!!!
xxx
No wonder crew scheduling has my name top-of-the-list for USA charters...
At least in Vegas, I can say "left base, visual over Lake Meade with the numbers"
Do I sound like a pro, exactly like the Delta boys...?
What numbers...? - For the slot machines...? - 7777...?
xxx
Happy contrails
P.S. - Are you with SW...? My fav carrier in the USA - The only civilized...
Mike McEachern still with you guys...? Or is he retired by now...?
xxx
Did the Windy City Approach guys told you "two-fifty"...?
Or was it (slightly adapted "ICAOese" lingo) "two-five-oh"...!
At least in the UK, you get a "two-fife-zeeeeeero"...
We Gauchos confuse 2-fifty, and 2-fifteen...
xxx
The "Valley Boys" of LA say 405 "four-oh-five"
Nobody knows the "four-zero-five" freeway...
Bearing in mind that there the Harbor Freeway I have had to deal with...
One of these days, going to the US, I will carry a Rand-McNally freeway map, to supplement the Jepps...
Gag me with a spoon...!!!
xxx
No wonder crew scheduling has my name top-of-the-list for USA charters...
At least in Vegas, I can say "left base, visual over Lake Meade with the numbers"
Do I sound like a pro, exactly like the Delta boys...?
What numbers...? - For the slot machines...? - 7777...?
xxx
Happy contrails
P.S. - Are you with SW...? My fav carrier in the USA - The only civilized...
Mike McEachern still with you guys...? Or is he retired by now...?
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In the US corporate world the biggest problem I have had with inexperienced pilots to the ICAO world is not to use the type of aircraft in front of the call sign on the radio, such as 'Falcon 123AB' rather than the correct 'N123AB'.
Another bad habit is the nearly automatic pilot habit of changing to/from 29:92 at FL180 no matter what country they are flying in.
Sadly some of these pilots feel that because they have operated in Canada and Mexico it makes them qualified as international pilots. Not so.
Some of the biggest stumbling blocks for these guys/gals are:
Calling for engine start time. (Well, it wasn't on ATIS, why should I call?)
Taxi to holding point runway XX.
Line up and wait.
Calling repeatedly for ATC clearance at airports without a published clearance frequency.
Report established ILS. (No, we are not cleared for the approach yet.)
Using US slang. (You know what I'm talking about)
That's just a few.
(And it's not just corporate pilots either, I've heard some US flag carrrier pilots say things that I'd hang my head in shame over.)
I agree 100% about US controllers over depending on local landmarks for reporting points. The '405', as has been mentioned, the 'Tank Farm', the 'Stadium', 'passing the Needle', the 'Exchange', etc.
Another bad habit is the nearly automatic pilot habit of changing to/from 29:92 at FL180 no matter what country they are flying in.
Sadly some of these pilots feel that because they have operated in Canada and Mexico it makes them qualified as international pilots. Not so.
Some of the biggest stumbling blocks for these guys/gals are:
Calling for engine start time. (Well, it wasn't on ATIS, why should I call?)
Taxi to holding point runway XX.
Line up and wait.
Calling repeatedly for ATC clearance at airports without a published clearance frequency.
Report established ILS. (No, we are not cleared for the approach yet.)
Using US slang. (You know what I'm talking about)
That's just a few.
(And it's not just corporate pilots either, I've heard some US flag carrrier pilots say things that I'd hang my head in shame over.)
I agree 100% about US controllers over depending on local landmarks for reporting points. The '405', as has been mentioned, the 'Tank Farm', the 'Stadium', 'passing the Needle', the 'Exchange', etc.
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Wow.. I'm glad that I'm not the only person who found it odd that US controllers use local landmarks... Everytime I go up on a long XC, I hear NY approach tellin pilots to report when they are above/close to the Tappan Zee Bridge. I've always wondered how the foreign folk would know where the bridge is..
I thought that its standard practice in all countries... What do pilots in certain countries where its prohibited do after passin 18,000 feet?
Another bad habit is the nearly automatic pilot habit of changing to/from 29:92 at FL180 no matter what country they are flying in.
jai6638
Search under "transition level/altitude" America and Canada are the ONLY places that change to standard altimeter at FL180 or is it 18,000 feet. Could be FL185 or even FL190! 
Search under "transition level/altitude" America and Canada are the ONLY places that change to standard altimeter at FL180 or is it 18,000 feet.
Could be FL185 or even FL190!
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Search under "transition level/altitude" America and Canada are the ONLY places that change to standard altimeter at FL180 or is it 18,000 feet. Could be FL185 or even FL190!
Some island somewhere.Coming out of someplace I had a new co,,,,,,,First Officer and we were cleared to FL 100. She tried to dial in 100,000 feet on the altitude alerter. She bought the beer that night.
Oh, Mexico is at FL 180/ 18,000 feet.
FL180 or is it 18,000 feet
Last edited by con-pilot; 28th Jul 2007 at 22:37.
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T.Alt & T.Lvl
Hola Con-Pilot...
xxx
You are correct. I can remember some areas in the Persian Gulf, where it was Trans.Alt 2,500 feet, and Trans.Level FL030... I dont have the charts here, but maybe Bahrain or Doha...
xxx
How about Mexico... I think they do Trans.Alt 18,000 feet, but Trans.Level, is it not FL200...? Have not been to MEX or CUN for a year, senility, Alzheimer and old age memory is my problem as well...
xxx
Difference with US/FAA terminology, is "Lowest Usable Level" rather than "Transition Level". I think that was FAR 91.121 if they have not changed the regulation numbers...
xxx
Happy contrails
xxx
You are correct. I can remember some areas in the Persian Gulf, where it was Trans.Alt 2,500 feet, and Trans.Level FL030... I dont have the charts here, but maybe Bahrain or Doha...
xxx
How about Mexico... I think they do Trans.Alt 18,000 feet, but Trans.Level, is it not FL200...? Have not been to MEX or CUN for a year, senility, Alzheimer and old age memory is my problem as well...
xxx
Difference with US/FAA terminology, is "Lowest Usable Level" rather than "Transition Level". I think that was FAR 91.121 if they have not changed the regulation numbers...
xxx
Happy contrails
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How about Mexico... I think they do Trans.Alt 18,000 feet, but Trans.Level, is it not FL200...? Have not been to MEX or CUN for a year, senility, Alzheimer and old age memory is my problem as well..
As I have always said, "Trust in God, Pratt & Whitney and Jeppsen".
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Old tricks of the trade fro Trans Levels
What I teach my boys in classrooms, in the case of "Transition Level by ATC", I tell them, if they still don't know, or failed to be informed properly by ATIS or ATC, to consider that the transition level is (probably) 1,000 feet higher than transition altitude is...
xxx
Here in Argentina (don't cry for me), we call the airspace between transition altitude and transition level as transition layer... In our AIP, the transition layer is always a minimum of at least 1,000 feet of vertical airspace... So with lower QNH altimeters than 1013.2 or 29.92, that layer could be nearly 1,500 feet separation...
xxx
An interesting question in our PPL/CPL written tests here, is -
"You fly an aircraft for airfield A to airfield B located 50 NM apart. Both airfields have transition altitude set at 3,000 feet, and transition level at FL040. At which altitude (or level) can you file a flight plan for...?"
xxx
A. file for 3,500 feet
B. file for FL-035...
C. file at or below transition altitude, or at or above transition level.
xxx
Obviously, the answer is "C", as the transition layer only permits climb or descent... no horizontal flight permitted in the transition layer...A few US/Canadian pilots flying here in Tangoland have problems with that question...
xxx
Happy contrails
xxx
Here in Argentina (don't cry for me), we call the airspace between transition altitude and transition level as transition layer... In our AIP, the transition layer is always a minimum of at least 1,000 feet of vertical airspace... So with lower QNH altimeters than 1013.2 or 29.92, that layer could be nearly 1,500 feet separation...
xxx
An interesting question in our PPL/CPL written tests here, is -
"You fly an aircraft for airfield A to airfield B located 50 NM apart. Both airfields have transition altitude set at 3,000 feet, and transition level at FL040. At which altitude (or level) can you file a flight plan for...?"
xxx
A. file for 3,500 feet
B. file for FL-035...
C. file at or below transition altitude, or at or above transition level.
xxx
Obviously, the answer is "C", as the transition layer only permits climb or descent... no horizontal flight permitted in the transition layer...A few US/Canadian pilots flying here in Tangoland have problems with that question...
xxx
Happy contrails
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My turn to ask a question to the experts...
Proper call signs...
xxx
Long ago, I guess I read that in training manuals (from UK) duting the last century... about the proper R/T call signs, and abbreviated call signs.
xxx
Example - Aircraft G-ABCD initial call will be Golf - Alpha - Bravo - Charlie - Delta... (UK registration)... Next communications with same facility, the call sign is abbreviated to Golf - Charlie - Delta (that is the first letter, then the two last letters) - Am I right...?
xxx
In the USA, most of you know that a Cessna N1234A will be called Cessna - one - two - three - four - Alpha, thereafter abbreviated to Cessna - three - four - Alpha... (type arcraft and three last numbers or letters...) I also heard USA ATC calling aircraft "Canadian Cessna - Xray - Yankee - Zulu (if the plane is C-GXYZ)... getting complicated.
xxx
A few years ago, I flew a Learjet from Argentina to the USA, LV-ABC as an example, on initial call, I used "Learjet - Lima - Victor - Alpha - Bravo - Charlie... Things got a bit confused, when Miami Center kept on calling us "Argentine Learjet - Alpha - Bravo - Charlie... that does not appear to be much of an abbreviated call to me.
xxx
Why not use the first letter and the last two letters, as I expect that ICAO recommends...? In Argentina, we abbreviate to only the two last letters only, if an Argentina registry, and to the first and two last if a foreign airplane. As an example, if our Cessna N1234A flies in Argentina airspace, it would be abbreviated to November - four - Alpha...
xxx
Anything you can tell me about the good words of ICAO R/T...?
xxx
Happy contrails
xxx
Long ago, I guess I read that in training manuals (from UK) duting the last century... about the proper R/T call signs, and abbreviated call signs.
xxx
Example - Aircraft G-ABCD initial call will be Golf - Alpha - Bravo - Charlie - Delta... (UK registration)... Next communications with same facility, the call sign is abbreviated to Golf - Charlie - Delta (that is the first letter, then the two last letters) - Am I right...?
xxx
In the USA, most of you know that a Cessna N1234A will be called Cessna - one - two - three - four - Alpha, thereafter abbreviated to Cessna - three - four - Alpha... (type arcraft and three last numbers or letters...) I also heard USA ATC calling aircraft "Canadian Cessna - Xray - Yankee - Zulu (if the plane is C-GXYZ)... getting complicated.
xxx
A few years ago, I flew a Learjet from Argentina to the USA, LV-ABC as an example, on initial call, I used "Learjet - Lima - Victor - Alpha - Bravo - Charlie... Things got a bit confused, when Miami Center kept on calling us "Argentine Learjet - Alpha - Bravo - Charlie... that does not appear to be much of an abbreviated call to me.
xxx
Why not use the first letter and the last two letters, as I expect that ICAO recommends...? In Argentina, we abbreviate to only the two last letters only, if an Argentina registry, and to the first and two last if a foreign airplane. As an example, if our Cessna N1234A flies in Argentina airspace, it would be abbreviated to November - four - Alpha...
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Anything you can tell me about the good words of ICAO R/T...?
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Happy contrails