Aviation Communication

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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.
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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 airplanes 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.
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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.

VHF Communication Equipment (continued)
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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.
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Examples of poor communication -Houston tower,
Cessna november 123 alpha bravo is about 15.6
nautical miles to the south of the airport . . .
ah . . . were 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.
How to talk on the radios (continued)
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.
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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 Ws when communicating on the
radio Who you are give your aircrafts 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.
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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.
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Who can we talk to?

• Common Traffic Advisory Frequency (CTAF)
• UNICOM
• ATC (air traffic control)
• Radar Facilities

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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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 . . .

• 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.

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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.
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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)
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Aviation Communications Knowledge Test (continued)
Most radios antennas are
A.
Built into the radio.
B.
Aviation radios dont have antennas.
C.
On the exterior of the airplane.
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Aviation Communications Knowledge Test (continued)
Your tail number is N123DJ. How would you say
this on the radio?
A.
N123DJ
November 123 Delta Juliet
B.
C.
Either way is ok.
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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 dont
overmodulate the microphone
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.
C.
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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
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Aviation Communications Knowledge Test (continued)
In the phonetic alphabet, the letter G stands
for . . .
A.
Golf
Gulf
B.
Gaft
C.
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Aviation Communications Knowledge Test (continued)
From a communications standpoint the radio is
used primarily for . . .
A.
Transmitting (talking) on a selected frequency
Listening to other aircraft and instructions
from the tower
B.
Both A and B.
C.
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Aviation Communications Knowledge Test (continued)
Before taxiing to the runway, you should first
contact and notify . . .
A.
Departure control
Tower
B.
Ground control
C.
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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
Look for light gun signals at a towered airport
and land when instructed by tower operator using
the light gun.
B.
C.
Both A and B.
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Aviation Communications Knowledge Test (continued)
While in the traffic pattern looking for light
gun signals, you see a flashing red light, this
means . . .
Return for landing
A.
Airport unsafe, do not land
B.
Cleared to land, but use caution.
C.
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Aviation Communications Knowledge Test (continued)
What does CTAF stand for?
A.
Common Traffic Advisory Frequency
B.
Communication Terminal Aircraft Frequency
Common Terminal Aviation Frequency
C.
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Aviation Communications Knowledge Test (continued)
You should make your initial call on the CTAF
frequency when you are . . .
A.
15 miles from the airport
5 miles from the airport
B.
C.
10 miles from the airport
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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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