Navigating Conversations with Air Traffic Control: A Comprehensive Guide for Newcomers
Mastering Air Traffic Control (ATC) communication is a crucial part of flight training, and it can be challenging.
But never fear! this guide aims to help you become confident and safe on the radio. We won't teach you the perfect pilot voice – you'll find plenty of videos online for that!
Pre-Flight Preparation
Talking to ATC can be nerve-wracking at first. It's just another hurdle to conquer when learning to fly. Before you step foot into an aircraft and chat with ATC for real, prepare for the experience. Learning ATC communication basics on the ground will make your in-flight practice smoother.
Here are some pre-flight tips to build your radio confidence:
Learn the Phonetic Alphabet
Pilots and controllers use the phonetic alphabet to communicate clearly. The alphabet uses words to replace letters to reduce confusion over the airwaves. Learning the phonetic alphabet from A to Z is key. It's used for aircraft registration, airport taxiways, holding points, weather broadcasts, and more. Whenever a pilot or controller needs to say a letter, they use the phonetic alphabet equivalent.
For example, the letter A is "Alpha," and B is "Bravo."
You can learn the complete phonetic alphabet in the FAA Learning Center Library. Make sure you know it inside and out before pressing the push-to-talk button.
Understand the Content of Radio Calls
Before talking to ATC, it's essential to learn how pilots and controllers interact. The FAA's Aeronautical Information Manual (AIM) is a terrific resource. AIM Chapter 4, Section 2 covers the radio technique and phraseology you need to know.
It's easy to get lost in the sea of aviation terminology. To help you along, here are a few common aviation terms you'll encounter during ATC interactions:
- WILCO - will comply with the instructions.
- Standby - wait until the next instruction.
- Unable - cannot comply with the request.
- Say your intentions - what do you want to do?
- Touch and go - aircraft lands on the runway and then accelerates to take off again.
- Full stop - a landing that comes to a stop.
- Cleared for the option - authorization to make a touch-and-go, low approach, missed approach, stop-and-go, or full-stop landing.
To learn the complete list of words and phrases, consult the FAA's Pilot/Controller Glossary.
Listen to ATC to get used to the phraseology. The easiest way to do this is online with LiveATC. Listen in on real exchanges between ATC and pilots. Keep your glossary handy and look up words or phrases you don't know. Check out our step-by-step guide to listening to live ATC for more info.
Rehearse ATC Interactions
Have a flight instructor or fellow student pilot act as ATC while you "chair fly." Practice requesting and receiving clearances. The more you do this, the more comfortable you'll feel when you're in the aircraft.
In-Flight Tips
You're ready to step into an aircraft and put your hard work to the test!
Before you request your first clearance, remember these in-flight tips:
Write Down the Radio Frequencies
Having a list of the correct radio frequencies is crucial. Determine who you'll need to contact during your flight.
At a towered airport, frequencies might include ground, tower, ATIS, and departure control. At non-towered airports, you'll have CTAF, AWOS, and maybe approach control for flight following. Determine who you'll need to talk to at your arrival airport.
Write down the correct frequencies on a piece of paper or your electronic flight bag (EFB). Switching between frequencies will be seamless, reducing your workload and stress.
Think Before You Speak
Before you hit the push-to-talk button, think about what you will say. Short radio calls are better, so take the time to formulate your message. Use your pre-flight study and practice to ensure your radio calls go smoothly.
Be Ready to Receive the Clearance
After you have requested a clearance from ATC, ensure you are ready to receive it.
First, be mentally prepared for the clearance. If it's a taxi clearance, familiarize yourself with routes to the active runway. For a departure clearance, expect at least a heading, altitude, and further instructions. For a flight following clearance, use the CRAFT mnemonic.
Second, have a pen and paper or EFB ready to write down the given clearance. You can then read it back directly from your notes so you know that what you have written down is correct.
Remember, always read back the clearance precisely and in its entirety. This will confirm to ATC that you understand the clearance.
Enforce a Sterile Flight Deck
With all the distractions while flying, communication about non-flying topics is one of them. Any external chatter can be a distraction, leading to a mistake or incorrect readback. Limit non-essential flight deck conversations.
Overcoming Common Challenges
You'll undoubtedly encounter some challenges when talking to ATC. It happens to all aviators. Here are some tips for overcoming common ATC challenges:
Incorrect Readback
An incorrect readback happens to every pilot. While it may seem embarrassing, don't worry. Stay calm, take a deep breath, and try again. These mistakes happen when we're nervous, so relax and take a second to collect your thoughts.
Congested Radio Frequencies
When dealing with busy frequencies, it can be hard to get your message across. Prepare your message in advance and choose your timing carefully. Short, clear, and concise radio calls are more efficient than hurried, jumbled messages.
Fast-Speaking Controllers
Sometimes controllers speak fast. You might have trouble understanding and following them. Don't be afraid to ask them to "say again" if you need clarification. ATC exists to support pilots, so don't hesitate to ask for help.
IFR vs. VFR Radio Calls
Different flight rules have different radio calls. When starting out, you'll fly under visual flight rules (VFR). You'll learn the basic radio calls for towered and non-towered airports.
Instrument flight rules flying (IFR) is more procedural, meaning more radio calls. IFR flights must always be in radio contact with ATC when in controlled airspace.
By the time you learn IFR communications and operations, you'll be competent in radio calls, making it easier to pick up any new terminology.
Towered Airport Radio Communication Explained (With Examples)
Here are some real-life interactions with ATC at a towered airport, illustrated with examples for startup to shutdown:
Ground
Clearance for Departure and Taxi (Class C Airport)
Pilot: Greenwest Ground, N123AB, request VFR to Johnsonville, Cessna 172, five thousand five hundred. We're at the general aviation ramp with Information Alpha.
Ground: N123AB, after departure, fly heading three six zero, maintain VFR at or below six thousand, departure frequency 118.3, squawk four two nine six. Advise when ready to taxi.
Pilot: After departure, fly heading three six zero, maintain VFR at or below six thousand, departure frequency 118.3, squawk four two nine six. We're ready to taxi, N123AB.
Ground: N123AB, readback correct. Taxi to runway zero-five via Delta, Charlie.
Pilot: Taxi to runway zero-five via Delta, Charlie, N123AB.
Departing Tower
Takeoff Clearance
Pilot: Greenwest Tower, N123AB, ready for departure.
Tower: N123AB, Runway zero-five, cleared for takeoff.
Pilot: Runway zero-five, cleared for takeoff, N123AB.
Departure
Tower: N123AB, contact departure, 118.3.
Pilot: Departure on 118.3, N123AB.
Pilot: Departure, N123AB, one thousand climbing five thousand five hundred, heading three six zero.
Departure: N123AB, radar contact, two miles northeast of Greenwest. Proceed on course Johnsonville.
Pilot: On course Johnsonville, 123AB.
Approach
Transiting Class B Airspace
Pilot: Bigtown Approach, N123AB, ten miles east of Bigtown at five thousand five hundred, en route Johnsonville, request transit Class Bravo Airspace.
Approach: N123AB, Bigtown Approach, squawk four eight six two and ident.
Pilot: Squawk four eight six two and ident, N123AB.
Approach: N123AB, radar contact. You are cleared through Class Bravo airspace direct to Johnsonville, maintain five thousand five hundred.
Pilot: Cleared through Class Bravo direct to Johnsonville, five thousand five hundred, N123AB.
Arriving Class C Airspace
Pilot: Johnsonville Approach, N123AB, fifteen miles west at five thousand five hundred, landing with information Bravo.
Approach: N123AB, Johnsonville Approach, radar contact. Fly right base runway two-zero, report when established.
Pilot: Right base for runway two-zero, WILCO, N123AB.
Pilot: N123AB established right base runway two-zero.
Approach: N123AB, contact Johnsonville Tower on 118.8.
Pilot: Johnsonville Tower, 118.8, N123AB.
Arriving Tower
Landing Clearance
Pilot: Johnsonville Tower, N123AB, right base, runway two-zero.
Tower: N123AB, Johnsonville Tower, runway two-zero cleared to land.
Pilot: Cleared to land, runway two-zero, N123AB.
Taxi Clearance
Tower: N123AB, turn right on taxiway Alpha. Contact ground 121.7.
Pilot: Right on Alpha, over to ground 121.7, N123AB.
Pilot: Ground, N123AB off two-zero at Alpha, parking GA ramp.
Ground: N123AB, taxi via Echo, cross runway three-three, Foxtrot to the GA ramp.
Pilot: Echo, cross three-three, Foxtrot to the ramp, N123AB.
Non-towered Airport Communication Explained (With Examples)
At non-towered airports, ATC is not present to guide you. So, how does everyone stay safe?
Every pilot at the non-towered airport must provide accurate and timely position reports. This self-reporting creates a safe flying environment for all.
The structure of the radio call stays the same but with one addition to the four W's. You finish the radio call like you started it, with "who you are talking to."
Many non-towered airports share the same CTAF frequency. You might accidentally pick up a transmission from a pilot from a distant airport. Repeating the airport name ensures pilots are hearing reports for the right airport.
Here are some examples of required radio calls on the ground and in the air:
Taxiing
Pilot: Maryville Traffic, N123AB, general aviation ramp, taxiing to runway two-nine, Maryville Traffic.
Departing
Pilot: Maryville Traffic, N123AB, rolling runway two-nine, climbing four thousand, departing to the east, Maryville Traffic.
Pilot: Maryville Traffic, N123AB, rolling runway two-nine, staying in the pattern, Maryville Traffic.
Arriving
Pilot: Maryville Traffic, N123AB, five miles east of the field, one thousand five hundred, overflying the field, left downwind entry for runway two-nine, Maryville Traffic.
Traffic Pattern Radio Calls
Pilot: Maryville Traffic, N123AB, downwind runway two-nine, full stop landing, Maryville Traffic.
Pilot: Maryville Traffic, N123AB, right base runway two-nine, touch and go, Maryville Traffic.
Landing
Pilot: Maryville Traffic, N123AB, final runway two-nine, full stop landing, Maryville Traffic.
Flight Following
Flight following allows ATC to give you traffic advisories along your route. Having another set of "eyes" on your flight is always a good idea.
You can often request flight following directly from a towered airport controller. Requesting flight following from approach or center controllers is just as simple.
Requesting
Pilot: Greenwest Approach, N123AB, Cessna 172,overhead Sedona VOR at five thousand five hundred,en route to Johnsonville,request flight following.
Approach: N123AB, Greenwest Approach, squawk four one one two.
Pilot: Squawk four one one two, N123AB.
Canceling
Pilot: Greenwest Approach, N123AB, request cancel flight following.
Approach: N123AB, radar service terminated, squawk VFR, frequency change approved.
Pilot: Squawk VFR, N123AB.
Emergency Radio Communication
MAYDAY
A MAYDAY call is used when the aircraft is in an emergency and requires immediate assistance. To declare a MAYDAY when talking to ATC, repeat MAYDAY three times. Include who you are talking to, who you are, the nature of the issue, and your intended plan.
Pilot: MAYDAY, MAYDAY, MAYDAY, Greenwest Approach, N123AB, engine failure, landing in a field straight ahead.
PAN PAN
A PAN-PAN call is used when the aircraft is in a state of urgency. Unlike a MAYDAY call, PAN-PAN doesn't require immediate assistance. However, it could evolve into an emergency later on. To declare a PAN-PAN, use the same format as a MAYDAY call.
Pilot: PAN-PAN, PAN-PAN, PAN-PAN, Greenwest Approach, N123AB, left engine failure, requesting return to Greenwest.
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