Sep 6, 2011 - Besides learning how to fly an airplane, these days a pilot has to master the skills of communicating with a range of other aviation professionals just to complete a flight. It’s a feeling of both power and sometimes humility (when not done right) every time you push that microphone button and begin broadcasting. The aviation “world” out there hears what you say and instinctively formulates a quick assessment of your proficiency. Air traffic control people have shared opinions with me, indicating they can determine the level of flight experience and professionalism by what the pilot says over the radio.

Ground, tower and air traffic control people as well as other pilots have to be able to listen to many pilots, understand what they want and communicate back with them the necessary instructions or information. Often, particularly in high-traffic areas, there are several people attempting to communicate simultaneously. All have a message to relay, whether it’s a pilot who needs to speak to a controlling agency or a controller who needs to give a pilot instructions. Sometimes it’s frustrating to keep waiting for a break in the communication exchanges to insert your message. Occasionally, another pilot “steps on” your message, further interfering with radio transmissions.

Generally, radio exchanges work well through a system of standard phrases and responses, keeping transmissions as brief and accurate as possible. Even when there are no controllers involved, such as at uncontrolled fields, proper radio communication is still important for safety.

As pilots upgrade to faster and more complex aircraft the need for both knowledge of the proper radio calls and timely calls becomes even more important. The airplanes are going faster and more planning is necessary for a safe and orderly departure and arrival to any airfield. In essence, you have to upgrade your radio skills along with new pilot skills for faster and more powerful aircraft. But it is not only pilots flying jets that need to hone their radio transmission skills. There are some hazards at many airfields that are caused by pilots of all levels of proficiency. Let’s call it what it is: radio discipline. Since it is not perfect and it can be a safety issue, let’s review some of the common breaches of radio procedure and identify what the standards are. We will leave IFR communications—a much more rigid set of guidelines—for another day and focus on VFR flying.

Common Problems

1. Aircraft position If you fly more than a few times a year you will hear all kinds of position descriptions given by pilots, many of them standard broadcasts of the aircraft position, following the prescribed location calls from the Airman’s Information Manual. You also hear some non-standard calls, ones that make it difficult to determine exactly where the aircraft is. For example, I have heard, “CessnaXXX approaching the field.” What does that mean? Five miles out? Ten miles out? Who knows? If entering controlled airspace with a tower operating such a call would require a follow-up inquiry by the tower operator to more precisely determine the aircraft’s location. At an uncontrolled field such a call over the Unicom frequency would do nothing more than confuse all the pilots flying in the airport traffic pattern. Such calls, instead of informing controllers and other pilots just add to unnecessary radio chatter and block the frequency for other aircraft.

   Similar calls that only obscure communications that we have all observed include: coming up on the 45, south of the field, overhead (At what altitude? Pattern altitude?), ready to turn in, downwind (Which runway? Which airport?) At uncontrolled fields problems compound because other airports may use the same Unicom frequency. So it is important to identify the precise location—downwind—and the runway—runway 18—and the airport—French Valley Airport. That way, everyone in the area knows where you are.

   The basic calls are simple and taught to new pilots everyday. I find it’s the more experienced pilots that get casual in their radio discipline. Location is usually the first of these calls; broadcasting a non-standard call impairs the safety of all the nearby aircraft. Calling: “45 to downwind, runway 18, French Valley Airport,” then calling downwind, base and final with the same runway and airport designations is a foolproof way to stay legal, safe and professional in operating the aircraft radio.

   Jet aircraft and aircraft that fly at higher cruise altitudes can often receive radio transmissions for many more miles than aircraft flying at lower altitudes. I have heard radio calls from Catalina Island when I was 50 miles inland in Southern California, going to an airport that used the same Unicom frequency. Often three airports’ radio transmissions can be heard on the same frequency.

   Aircraft position calls are especially important when entering airspace controlled by a tower. I have heard tower controllers chide pilots entering their airspace without an initial contact. Besides being an FAA regulatory violation, such radio procedures risk the safety of other aircraft in the area. Similarly, failing to know your exact position and contacting controllers for clearance into Class B airspace before entering the airspace is asking for an FAA violation.

   Safety and professional practices dictate following easy guidelines: know where you are, make the appropriate radio calls, describing your position using standard terminology—including the airfield name at uncontrolled airports.
    

2. Made-up calls Maybe some pilots believe they will sound more experienced or knowledgeable if they make calls that are made up or combinations of calls that they have heard or used in different environments. For example, no pilot is cleared to hold at an uncontrolled field, so why would they announce, “Beechcraft XXX, on to position and hold.” It makes no sense. What are they going to do next, release themselves and clear themselves for takeoff at an uncontrolled field? Obviously, the pilot (pilots — I have heard it numerous times) may have made that call at a controlled field after receiving instructions from a controller. However, it clearly does not apply at an uncontrolled field. Conversely, at controlled fields when a controller clears a pilot on to the runway to hold for takeoff, the pilot needs to confirm that instruction and runway. Confirmation of that instruction is sometimes neglected also.

   Other favorites include: left final (On base? On final? Turning final? Hard to tell), turning out of traffic (Departing the pattern, left, right or where?), arriving, and many more you have heard.

   Standard radio calls are established so everyone knows where each aircraft is and what their intentions are. Using calls that pilots cannot be certain of the message threatens safety.
    

3. Brevity The days of Citizens Band-type radio chatter for civil aircraft are gone. To quote Section 4-2-1 of the AIM “. . . Jargon, chatter and CB slang have no place in ATC communications.” Being professional also means being brief and precise in your radio transmissions. Being brief without giving the desired message is not acceptable either. If you limit transmissions to the standard terminology you will be both brief and informative to other pilots and controllers. Prepare what you will say in advance. Listen, think, transmit, then release the mic button. Brevity is particularly important if you are in a high performance airplane and rapidly approaching the field. You need to make timely radio calls then listen for a response or other aircraft.
    
4. Aircraft identification While brevity is a virtue in radio transmissions, failing to properly identify your aircraft is not the time to adopt brevity, especially on initial contact with a controlling agency. It’s important on arrival at an uncontrolled field too. Regulations require that the aircraft identification call include the type aircraft and full registration number. I know, some small airports are used to having the same aircraft depart and arrive and everyone knows who they are. When they hear “6Golf is back,” it means something to them, but is not clear to other pilots not based at that field. If the proper identification is Cessna 1926G, the abbreviated call sign is not the professional way to identify an aircraft.

   It is never safe to assume other aircraft or controllers know who you are. Give the full call sign, then if controllers abbreviate it using the last three numbers and letters, follow their lead.

   Incidentally, Experimental aircraft are required to mention the term “experimental” in their call sign on initial contact with control towers [FAR 91.319 (d) (3)]. I usually use the “Experimental Jet” prefix for all operations, whether controlled field or not. You don’t want that Cessna 152 ahead of you in the pattern to assume you will follow him on final approach at 50 knots do you?

Solutions

The solutions for the common radio transmission challenges in general aviation are relatively simple. First, know what the radio transmission should be before you broadcast. Listen on the frequency to improve situational awareness and so you don’t cut out some other aircraft’s transmission. Think the message through before pushing the mic button. When you have made your broadcast get off the radio and listen some more.

The fundamental principles of brevity and proper calls go together to make your flying more professional, more courteous, and, most important, safer.

Pilots and controllers will be listening for you, show them you are safe and professional.

Douglas Gilliss, CFII, ATP