Transcript Aviation Communication

Aviation Communication
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The importance of aviation communication
The National Transportation Safety board states that nearly one third of all aviation accidents are a result of some
form of communication failure.
It is important for general aviation as well as commercial aviation to stay proficient in radio and communications
procedures. Mid-air collisions and runway incursions are two of the most dangerous results of poor communication.
It is important to conduct all phases of the flight using effective communication - even in the event of a radio failure,
the flight can still continue with some form of communication, such as light gun signals.
The photo below depicts the 1977 crash at Tenerife in the Canary islands, when a KLM 747 began its takeoff roll
assuming that the taxiing Pan Am 747 had already cleared the runway. This failure of communication was caused when both
KLM and the Pan Am flights transmitted their position at the exact same time, canceling out both of their transmissions, the tower
only heard empty static. The result was over 500 unfortunate fatalities, it the worst air disaster in aviation history, and could have
been avoided with better radio communication.
Learning Objectives
In this training module there are several important learning objectives. All of
the material covered in this training module is paramount for conducting safe flights
at all times. There are several learning objectives in place which are:
 Become familiar with the communication equipment in your airplane
 Be able to effectively communicate with aviation controlling agencies
and other aircraft using your airplane’s radios throughout all phases of
a flight.
 In the event of a radio/electrical failure, be able to safely terminate the
flight using communication aids such as light gun signals and
transponder squawks.
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VHF Communication Equipment
Installed in your general aviation aircraft is a very high frequency (VHF) radio. These
radios include frequencies between 118.0 MHz (megahertz) and 135.975 MHz
This is a typical radio that is used to communicate with other aircraft and controlling
agencies on the ground. On the left display are the radio frequencies, the 118.90 is the
primary/active frequency and the 126.00 is the standby frequency. The white button beneath
the display box is the flip switch, to switch between active and standby frequencies.
The flip switch is useful for transitioning between controlling agencies that use
different frequencies for different phases of a flight. The right side display is the navigational
frequencies, which we will cover in another lesson.
The small knob on the bottom left is the volume and squelch control, the larger
knob is the frequency selector.
VHF Communication Equipment (continued)
For proper operation of VHF radio, an antenna mounted on the exterior of the aircraft
provides radio signals to the onboard radio.
The photo below illustrates the location of the radio antennas on most light general aviation
aircraft.
How to talk on the radios
Located on the yoke inside the airplane is a small button. When the button is
pressed, the radio transmits on the frequency for which it is set. If you speak when the
button is pressed, anyone on the same frequency can hear your radio transmission.
Make sure the microphone is close to your lips, key the mic and speak in a
normal conversational tone. Note: it is important to make sure no one else is
communicating on the same frequency before you transmit, two people transmitting on
the same frequency at the same time will cause a lot of static and transmissions on
both sides will be unreadable. This situation is often referred to as “being stepped on”.
It is important to speak in a professional manner when trying to convey your
message. Slang and CB jargon should be avoided in aviation communication because
it compromises the safety of yourself and others.
It is important to keep transmissions brief and to the point due to the fact that
many times radio frequencies become very busy in high traffic areas. Slow
communication slows down the flow of the traffic in the area.
How to talk on the radios (continued)
Examples of poor communication “Houston tower, Cessna november 123 alpha bravo is about 15.6 nautical miles to the south
of the airport . . . ah . . . we’re at three thousand four hundred and fifty two feet . . . our
airspeed is . . . about one hundred and thirty knots, we are a Cessna 182 with retractable
gear and we will be entering the left midfield downwind for your runway . . . ah . . . two
seven.”
Correct communication “Houston tower, Cessna 123 Alpha Bravo, 15 south, inbound landing.”
As you can see, the latter radio transmission is brief and to the point. It quickly gives the tower
all the pertinent information that they need to know.
How to talk on the radios (continued)
Before you depress the microphone button it is important to think about what you
will say and listen for a few moments to make sure that someone else is not already
talking on the frequency or waiting for a response.
Remember these 3 “W’s” when communicating on the radio:
Who you are – give your aircraft’s type and tail number, ex. Cessna 9842 Quebec.
Where you are – where you are in relation to the destination airport or another airplane
ex. “Cessna 9842 Quebec, 8 miles south of McCollum at 2,500.”
What type of service you are requesting – or what your intentions are.
ex. “Cessna 9842 Quebec, 8 miles south of McCollum at 2,500,
inbound landing.” As you get closer to the airport, specify exactly
how you will enter the traffic pattern, this will let other aircraft in the
area know where you are and what you plan to do.
Phonetic Alphabet
To simplify communication, aviators use the phonetic alphabet. Since the letters
B, C, D, and E, sound similar, they must be identified as “Bravo” “Charlie” “Delta”, etc
to avoid confusion.
For example if your tail number is 123BC, on the radio your callsign, would be
123 “Bravo” “Charlie”. It is important to memorize the phonetic alphabet, below is
legend of the phonetic alphabet.
Who can we talk to?




Common Traffic Advisory Frequency (CTAF)
UNICOM
ATC (air traffic control)
Radar Facilities
Common Traffic Advisory Frequency (CTAF)
To increase safety at airports without operating control towers is important that
all radio equipped aircraft transmit and receive information on a common frequency. You
can broadcast your position and intentions to other aircraft in the area on this
frequency. Common traffic advisory frequencies are listed in the airport/facility
directory and on aeronautical charts.
Three methods of broadcasting your intentions, as well as receiving airport and
traffic information at uncontrolled airports are communication with a UNICOM operator,
contacting FSS on the field, or by making a self announced broadcast.
The Self Announce Procedure for CTAF
The purpose of the CTAF frequency is to provide air to air communication for pilots to
self announce their position and intentions. The self announce procedure is also used
if an airport has a tower and it is temporarily closed or operated on a part time basis.
CTAF Self Announce Procedure (continue)
When using CTAF frequency, make your initial call when you are 10 miles
from the airport. You should also report entering the downwind, base, and final legs
of the traffic pattern, and when exiting the runway. During departure, you should
monitor and communicate on the CTAF frequency from the time you start your engine,
during taxi, and until 10 miles from the airport. In addition if you are performing other
operations at altitudes used by arriving or departing aircraft, such as practicing
maneuvers, or if you are enroute over the area, you should monitor the CTAF or
communicate your intentions within 10 miles of the airport.
Example: “Rome traffic, Cub 9842 Quebec is 10 miles southeast of the airport,
descending through 2,300 feet, inbound landing – will be making a crosswind entry to
runway 1.”
UNICOM
An aeronautical advisory station, or UNICOM is a privately owned air/ground
communication station which transmits on a limited number of frequencies.
Announcing you position and intentions is standard procedure at airports where the
designated CTAF is the UNICOM. In addition you can request an airport advisory from
the airport operator which may include information such as current weather conditions,
active runway, as well as known traffic.
Air Traffic Control (ATC)
As you approach a controlled airport you establish communication with a
control tower, or approach control at a radar facility. Your initial call up to ATC should
include the name of the facility you are trying to contact, your full aircraft identification,
the type of message to follow or request if it is short. An example of an initial call up is,
“McCollum tower, Cessna, 9842 Quebec.” If your message is short, you may also
include your request, as well as your position and altitude with the callup. At times,
controllers may ask you to “stand by”, which means that they will get back to you as
soon as they can. It is important to contact air traffic control prior to entering their
airspace.
Radar Facilities
To operate within a large terminal area with radar services you need to be familiar with
a number of ATC functions to coordinate departures and arrivals.
Ground control – is an air traffic control function that coordinates movement of aircraft
and other airport vehicles on the airports surface. Before leaving the parking area you
must receive a clearance from the ground control to taxi to the active runway. We
want to identify who we are talking to, who we are, where we are, and what our
intentions are.
Example: “McCollum ground, Cessna 9842 Quebec, on the north ramp, ready to taxi,
VFR northbound, with foxtrot.” The ground control will reply with “Cessna 42 Quebec
taxi from the north ramp to runway 27.”
Control tower – The tower controls airborne aircraft in the vicinity of the airport. Once all
aircraft systems have been checked and you are ready for takeoff, use flip switch on
your radio to switch from the ground frequency to the tower frequency and notify the
tower that you are ready for takeoff.
Example: “McCollum tower, Cub 42 Quebec, short of 27, ready for takeoff”. The tower will
respond with “Cub 42 Quebec, cleared for takeoff runway 27, right turn out.”
Radar Facilities (continued)
Departure control/arrival procedures – when you initiate contact with departure
control , you can be very brief, since the controller is familiar with your departure
clearance.
Example: “Departure control, Cub 9842 Quebec, climbing through 2,100 for 4,500.
The controller will acknowledge that your aircraft has been identified by radar.
“Cub 42 Quebec, radar contact, report reaching 4,500.”
When you are clear of the class B airspace the departure control will terminate your
radar service.
“Cub 42 Quebec, radar service terminated, frequency change approved, squawk
1200.”
Radar Facilities (continued)
Approach control – Approach control is the ATC function which provides separation
and sequencing of inbound aircraft. On initial contact ATC routinely provides you with
weather information.
Example: “Atlanta approach control, Cub 9842 Quebec, over Lawrenceville, four
thousand, five hundred feet, landing.”
Approach: “Cub 42 Quebec, squawk 5247 and ident.”
Approach: “Cub 42 Quebec, radar contact over Lawrenceville, cleared to enter the
class Bravo airspace, expect a left downwind for runway 27.”
Lost Communication Procedures
During any phase of the flight, if your radios become inoperative, you should land
as soon as possible. However, it is still possible to land at an airport with an
operating control tower by following these lost communication procedures. If you
believe your radios have failed . . .
1.
2.
3.
4.
5.
6.
Set your transponder to code 7600
Ensure that you are on the correct frequency
Check the switch position on your audio control panel
Verify your microphone/headphones are plugged in.
If your aircraft is equipped with more than one radio, try the alternate radio.
Try the last working controlling frequency you were in communications with.
Lost Communication Procedures (continued)
If all of the previous steps have failed we will enter the traffic pattern at the controlled airport and wait
for light gun signals from the control tower operator. We will observe the flow of traffic and enter the traffic pattern
cautiously. We will now expect either red, white, and green light gun signals from the tower operator. These light
gun signals will tell us what to do. For example, a steady green light means “cleared to land.”
During the day you should acknowledge that you have seen this signal by rocking your wingtips and
at night, by flashing your landing light. Listed below is an example of all of the ground and airborne light gun
signals.
Aviation Communications Knowledge Test
In order to assess what you have learned, in this section you will answer a series of
multiple choice questions covering the material in this training program.
Click the letter corresponding to the answer you feel is correct.
Most radios in general aviation aircraft operate in which frequency range?
A.
UHF (ultra high frequency)
B.
VHF (very high frequency)
C.
EHF (extra high frequency)
Aviation Communications Knowledge Test (continued)
Most radios antennas are:
A.
Built into the radio.
B.
Aviation radios don’t have antenna’s.
C.
On the exterior of the airplane.
Aviation Communications Knowledge Test (continued)
Your tail number is N123DJ. How would you say this on the radio?
A.
N123DJ
B.
November 123 Delta Juliet
C.
Either way is ok.
Aviation Communications Knowledge Test (continued)
Communications made on the radio should be . . .
A.
As clear, brief, and concise as possible.
B.
Spoken slowly and softly so you don’t overmodulate the microphone
C.
Made as soon as possible, regardless of other transmissions being made
by others on the same frequency. The controller can hear transmissions
from multiple aircraft at the same time.
Aviation Communications Knowledge Test (continued)
On the radio in the airplane, the white button with arrows on it is the . . .
A.
Volume control
B.
Power switch
C.
Flip switch
Aviation Communications Knowledge Test (continued)
In the phonetic alphabet, the letter “G” stands for . . .
A.
Golf
B.
Gulf
C.
Gaft
Aviation Communications Knowledge Test (continued)
From a communications standpoint the radio is used primarily for . . .
A.
Transmitting (talking) on a selected frequency
B.
Listening to other aircraft and instructions from the tower
C.
Both A and B.
Aviation Communications Knowledge Test (continued)
Before taxiing to the runway, you should first contact and notify . . .
A.
Departure control
B.
Tower
C.
Ground control
Aviation Communications Knowledge Test (continued)
You just lost your radios and turn your transponder to squawk the lost
communication code 7600, you can then . . .
A.
Land as soon as possible at a non-towered airport
B.
Look for light gun signals at a towered airport and land when instructed by
tower operator using the light gun.
C.
Both A and B.
Aviation Communications Knowledge Test (continued)
While in the traffic pattern looking for light gun signals, you see a flashing red
light, this means . . .
A.
Return for landing
B.
Airport unsafe, do not land
C.
Cleared to land, but use caution.
Aviation Communications Knowledge Test (continued)
What does CTAF stand for?
A.
Common Traffic Advisory Frequency
B.
Communication Terminal Aircraft Frequency
C.
Common Terminal Aviation Frequency
Aviation Communications Knowledge Test (continued)
You should make your initial call on the CTAF frequency when you are . . .
A.
15 miles from the airport
B.
5 miles from the airport
C.
10 miles from the airport
Conclusion
We hope you did well on the test and are now more proficient in aviation
communication procedures as well as the functioning of your aircrafts radio. If you
missed several questions it is recommended that you go back to the beginning of this
training module and study the topics in greater detail. Remember, effective
communication is one of the most vital parts of conducting a safe flight.
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