BASIC TECHNIQUES
CONTROLLERS ALWAYS BEGIN
TRANSMISSION saying the aircraft
callsing (to get the pilots
attention).
PILOTS ALWAYS END saying their
airplane callsign (to indicate the
end of transmission). The only
exception is in the initial contact
with a controller, where the
callsign is given at the begin.
Controllers are not forced to say
their callsing to the pilot, although
saying it in the initial contact is the
most usual way (not each time
they transmit).
Say messages CLEARLY, SLOWLY
and TO THE POINT.
Avoid too many commands at the
same time, 2 or 3 are enough. For
example:
"Iberia 2452, descend to 4000, left
heading 345, reduce speed 220,
runway 36 right of Barajas airport,
ILS frecuency 110.3 OBS 004, QNH
1014"
Tis message would be better said
in 2 transmission. Even, some data
would be ignored:
"Iberia 2452, landing runway 36
right of Barajas arport, QNH 1014"
If the pilot has the approach chart,
he knows the OBS and the
frecuency of the 36R.. If not, he will
ask the controller the information
needed.
CALLSING ABBREVIATIONS
The phonetic alphabet has been
developed in order to avoid
confusion between the letters.. It
is worldwide used also.
When we communicate with
airplanes, it is not a must to say
the whole callsign always. It exists
2 ways of abbreviate:
a) By the airplane registration, for
example:
EC-PBO > Eco Bravo Oscar
L4567 > Lima Six Seven.
This rule consists in saying the first
letter of the country (E, L, etc.),
followed by the 2 last characters.
If there are two or more similar
callsigns, for xample: EC-BCD and
EC-ACD, the three last characters
will be said in order to avoid
confusion.
b) By the name of the airline (not
very frequent in FS):
Each airline has its own callsing
wich is not the same that the
flight number. For example, BAW
3456 is Speedbird 3456 (British
Airways is always Speedbird). UAL
456 would be United 456 (United
Airlines). It does not fit any rule
and some airlines has not
normalized it neither.
KLM 555 is KLM 55 (said Key Ell
Em, not Kilo Lima Mike)
As a general rule, commercial
flights are NEVER abbreviated
with phonemes. For example IB
2452 (Iberia 2452), is not said India
Bravo 2452; QF 001 (Quantas 1), is
not said Quebec Foxtrot 1.
To name commercial flights
ALWAYS complete callsigns, NOT
like in aircraft registrations occurs.
For example BAW 3456 is not
Speedbird56, but Speedbird 3456.
VHF-COM, Radio communication for virtual pilots © 2000 PIBO_5 [pablo_ferrer@hotmail.com]
SUGGESTIONS
1) ROGER , OVER and COPY
Try not to use them, real pilots never do. If you want to acknowledge about an ATC transmission (particularly one
that does not need read back), SIMPLY SAY YOUR CALLSING. Only controllers can say the word "roger", to
acknowledge when a pilot has read back correctly a clearance.
2) CLEARANCES
When request a clearance, you must say your complete callsign, the destination airport and the flight level.
3) WHAT YOU SHOULD AND SHOULD NOT READ BACK
You do not need to read back word by word all that the controller says. Do not read back winds, but always altimeter
settings and all and each clearances. Otherwise the controller will force you to, do that way. You can develop your
own style but mainly be concise and avoid unnecesary verbosity.
4) WHEN YOU SHOULD SPEAK
Try not to step other pilots. When a controller transmits a message to other pilot, keep attention until he answer.
When read back an ATC transmission, do not wait more than 5 seconds to transmit. If you need more time to analize
the controller´s message, say "stand by".
5) CALL SIGNS
Always use your complete callsign. You ca abbreviate it only when the controller does it first place.
6) WHAT YOU DO NOT NEED TO REPORT (unless the controller requirement)
a) Position reports. b) Outer Marker, Gear down. c) Speeds. d) Field in sight.
7) WHAT YOU NEED TO REPORT
a) The altitude of the cloud layers. b) System failures. c) Altitude and heading changes. d) Icing. e) Wind effects. f )
Braking failures. g) Missed Approach and Going around.
PHRASEOLOGY TRANSMISSION OF NUMBERS AND TIME
ACKNOWLEDGE Confirm if you have copied Case Example Transmitted as
and understood the message. Aircraft registration EC-PBO Eco Charlie Papa Delta Alpha
Altimeter settings 29.92 Two Niner Niner Two
AFFIRM Yes (is the abbreviation form Flight level FL45 Flight Level Four Five
of "afirmative"). Heading 080º Zero Eight Zero
Wind Direction/Speed 290º/19 Two Nine Zero, One Nine
NEGATIVE No, it is not correct or cleared
canceled. Transponder code Squawk 7436 Squawk Seven Four Three Six
Frecuencies 118.6 One One Eight Decimal Six
CLEARED Cleared to proceed according
to the requested.
ABBREVIATIONS
CANCELED Cancelation of a certain AGL Above Ground Level
autorization. A alpha
INTERNATIONAL PHONETIC ALPHABET ATIS Automatic Terminal
B bravo Information Service
CORRECT It is ok, is correct. C charlie ATC Air Traffic Control
D delta CAV-OK Meteo better than espected
I SAY AGAIN I repit to reinforce or to E echo (AGL5000ft, vis>6nm)
clarify the message. F foxtrot ADF Automatic Direction Finder
G golf DME Distance Measurement Equipment
READ BACK Repit the message, or certain H hotel ETA Estimated Time of Arrival
part of it. I india IAS Indicated Air Speed
J juliet IFR Instrumental Flight Rules
REPORT Inform about something K kilo ILS Instrument Landing System
requested (position, etc. ) L lima IMC IFR Meteorological Conditions
M mike ISA International Standard Atmosphere
REQUEST I want to know, to obtain. N november MET Meteorology / Meteorologic
O oscar MSL Mean Sea Level
P papa NDB Non Directional Beacon
WILCO I have understood the message Q quebec
R romeo
PAPI Precission Approach Path
and I will proceed. Indicator
S sierra QDM Magnetic heading to an ADF
TAXI TO Go to the indicated point of the T tango (without wind)
airport and hold. U uniform QFE Altimeter setting to indicate
V victor altitude ASL
HOLD SHORT Maintain position until you are X x-ray
QNH Altímeter setting to indicate
cleared to enter the runway. Y yankee altitude MSL
Z zulu SID Standard Instrumental Deaparture
CLIMB Ascend to a specific altitude or STAR Standard Terminal Arrival
flight level (FL) and maintain. TAS True Air Speed
TCA Terminal Control Area
DESCEND Descend to a specific altitude OMISSIONS VASI Visual Approach Slope Indicator
or flight level (FL) and maintain. Surface VFR Visual Flight Rules
Degrees VMC VFR Meteorological Conditions
TURN Veer to specific heading. Knots VOR VHF Omnidirectional Range
Visibility VOLMET Meteorological Information
Cloudiness during flight
INTERCEPT Configure heading to track Altitude
the specific course. Milibars
IN FLIGHT REPORTS
CONTACT Make radio contact with... (*position report)
(they already have your data).
a) CALL:
AERODROME - ATC, Aircraft registration
MONITOR Keep attention to a specific PARKING b) MESSAGE (order):
frecuency.
TAXIWAY - Aircraft tipe
HOLDING POINT - Registration*
STAND BY Wait, I will call you back. RUNWAY - Destination
- Position and Heading*
CORRECTION There was an error in the - Altitude/Flight Level*
transmission. The correct is... - Altimeter Setting
RADIO CHECK - Flight Conditions
CHECK Check a procedure or a 1 = Illegible - ETA/DME to the next point*
system. 2 = Ocassionally legible - Request
3 = Legible with difficulty
VERIFY Check and confirm. 4 = Legible c) READ BACK TO ATC:
5 = Perfectly legible - Message data, Aircraft reg.