Have you ever wondered what all those different terms a pilot says when he is flying and communicating with air traffic control? We will show you exactly how a pilot communicates and why they use all those different words when talking on the radio. We have a list of how each letter is represented in word form, and a list of pilot and ATC terms.
Have a look at the information below to help you to decipher what pilots are saying over the radio. Aviation pilots and ATC have their own special vocabulary.
Mostly all letters that are relayed over radio are spoken in word form. For example, if an air traffic controller tells a pilot to turn on taxiway 3C, it would be relayed as Three Charlie. This is to help pilots and air traffic control to fully understand each other and avoid errors in otherwise simple communications.
Ask the Captain: Is air-traffic control hard to understand?
Tower: Three seven charlie, Los Angeles Tower, runway two three right, cleared for immediate takeoff. Aircraft: Roger, three seven charlie, cleared for immediate takeoff, two three right.
Who controls all these Aviation rules? This makes communication much easier in a large worldwide air transportation system. Everything relating to aviation is controlled and approved by the ICAO. This includes all language, runway markings, taxiway markings, radio frequencies, etc….
How are all the letters in aviation pronounced? Since this can cause confusion, thus leading to accidents, letters and numbers in aviation are spoken using the International Aviation Phonetic Alphabet.
This alphabet substitutes an entire word to represent one single letter. The first letter of a particular word is the letter of the alphabet it is representing. If you are interested in buying aviation manualspurchasing them online can be the least expensive. What about some of the other terms used in Aviation? When ATC instructs an aircraft or pilot to turn to a certain heading, this number relates to the pilots aircraft heading indicator and shows what direction to go.
This indicator is basically a compass. All heading numbers will consist of 3 numbers. Flying North would be a heading of Flying East would be a heading of Flying South would be a heading of Flying West would be a heading of It is very simple if you just picture a compass pointing North in your mind. If the ATC tower tells the pilot to turn to a heading ofthat would be a Southeast direction.
Have a look at the aircraft heading indicator below to learn more. Aircraft Heading Indicator. For more information on aviation related subjects, visit Aviation Explorera large aviation database online.For example, "Frascacleared to Mesquite airport, via turn left headingradar vectors. Generally, pilots keep a notepad handy in the USAF, we had one strapped to our thigh.
As the clearance is provided, the pilot writes it down in a shorthand notation so he can read it back and keep it handy during departure. Write it down.
I know it sounds like a lot at first, but it gets quite easy after a while. Eventually, you kind of know what to except. It also helps to develop a good short hand. For example, you can write all of that down like this:. Using a short hand like that makes it easy to write everything down without missing anything. As to how to remember it on take off, there's not much to remember.
You setup the departure frequency and squawk code before hand. Then, all you really need to remember is "left " and " feet".
If you have an altitude alerter, then you'd set feet. Pilots have the same memory capacities as anyone else. If they receive a complex clearance or instruction from ATC, they write it down. In aircraft with two pilots, one pilot may handle the primary flying duties while the other one communicates on the radio and writes down instructions from ATC.
Pilots are especially prone to write down initial IFR clearances, since they are often long. They may use CRAFT to help them remember the type and sequence of information in the clearance, as follows:.
The pilots already know what they filed for on their flight plan. Unless there is a deviation, they already have it. They only need to write down the next radio Freq to call. You would not be receiving your clearance and taking off at the same time. The clearance information would be transmitted by "clearance delivery" at a Stage 3 facility, or by Ground Control at a smaller facility. So you would have time to digest the information before doing your run-up and advising ground control you are ready to taxi.
Some pilots write it all down on a note pad that is attached to them somewhere; others do things like dial in the squawk code on the transponder when they hear it, and the departure frequency on a second comm radio. The expected headings and altitudes are pretty much standard, and as you gain experience you will know what to expect, and only need to jot down anything that is out of the ordinary.
Then you read it back to Clearance Delivery or whoever you are talking to, and then after all that you worry about getting the doors locked and the engine run up. After gaining experience your learn to anticipate what the controller is going to say especially when you fly out of the same airport time and again. Also as mentioned in the above answers you can write it down. I use a lapboard which contains a pad of paper.
Larry is right and so is the person who got a thumbs down. Pilots keep a notepad or a kneeboard handy. Some pilots can recall from memory but it's not a special requirement. As long as it is read back correctly and clearly, then it's fine.I just started my instrument training a couple of weeks ago. I have two struggles when it comes to communications. How do I distinguish between what is absolutely important, and what should be omitted? Often times when I read back instructions they are sloppy and scrambled.
Any advice? Obviously, its really just a struggle with longer calls e. My second question is how to do you write down instructions when you are right handed and trying to fly a helicopter? Those fixed wing people have it easy. When I've tried to write down instructions with my left hand while looking at the instruments, there was no way I would be able to read it. I don't have a terrible memory, but even a small detail that I miss or forget could be dangerous.
So what is your advice? What do you do? It seems like a problem that has no solution unless I just sit down and practice writing with my left hand without looking at the paper, which might not be a terrible idea, but regardless, it would take awhile before I would be able to do this.
What I first read, and then began to pick up on is listening to other pilots on the radio, and how they communicate with ATC. You can learn a lot just from that right there. What are other pilots reading back? How are they simplifying their comms?Air Traffic Control - SNL
Obviously any clearance should be read back, and overtime you'll learn what parts you can omit and what is necessarily to read back to ATC. Clearances, landing instructions runway assignmentsholding short instructions, and CALL SIGNS are some of the ones that pop into my head very important as there could be another aircraft with a similar call sign to yours.
Don't abbreviate your call sign either, unless ATC does it. Ask ATC to speak slowly if need to. Get to know them WELL! It will be a lot easier while communicating. It will take awhile before you will be able to decipher what you need to read back and what you don't.Life in the Skies 'A Local Bestseller! Latest Comment Does a jet aircraft Hm. It takes a Boeing about Nm or just ove What are the cruisin Sigh, another flat earth idiot!
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Etihad Airways Cadet Hi. I would like t. What are the cruisin Erm The atmosphere moves with the earth. Myths vs Reality Theoritically it should not have happened because. Flying - Flying the Plane.Q: Listening to pilots and air-traffic controllers on the website Liveatc. They speak so fast, and some of the foreign pilots speak English with heavy accents. How do pilots remember and then repeat all of the instructions from ATC? Pilots fly for many years, working with ATC.
The more experienced crews fly into more complex airports. Part of the training process for first officers before upgrading to captain is experiencing many different ATC environments. Experience is the primary means of learning ATC instructions and radio phraseology, but training provides the foundation. Also, since altitude and airspeed can fall under English or metric measurements, how do international situations handle those?
This includes route, altitude, speed and position. Voice communication is always available in English. Aviation uses a mixture of English and metric measurements in many countries. Q: I've been told that one of the trickier parts of flying has nothing to do with flying, it's navigating runways at major airports. What does a captain do in a situation where a runway instruction isn't clear? During inclement weather, ATC can offer help of progressive taxi instruction.
Airliners do not use it often, but it is occasionally needed. As in any ATC instruction, if there is any ambiguity, then clarification is mandatory. There must be agreement by both pilots on the route and location of the runway.
How to nail taxi instructions every time
If there is a difference of opinion or understanding, then clarification is requested. Q: Have you had problems with communications between pilot and ATC?
Occasionally, there have been some communication problems caused by a misunderstanding of a frequency, or flying in a location where radio contact was very difficult. Overall, my answer would be that I have had very few communication problems with these professionals. The navigation could not be loaded.Advanced Search. If this is your first visit, welcome! Please note that you will need to register to use many of the site's best features, including downloading files and posting messages.
Until you register you can read any of the articles on this page and also read messages in the forums. Need help getting started? Please read our Help For New Flightsimmers. This will give you the info you need to get started flying and using this web site. Results 1 to 7 of 7. Thread: Proper way to execute ATC instructions and respond?
Thread Tools Show Printable Version. Join Date Dec Posts Proper way to execute ATC instructions and respond? Hey everyone. I was doing an IFR flight from Seattle to Vancouver earlier today, and while approaching the Vancouver airport I received a quite long transmission from the ATC, telling me I try to recall from memory to change course, keep altitude until established on the localizer, contact tower, and I think something else.
But what happens in real life? How do real pilots deal with long instructions like these? How do you remember or record a complex set of instructions, and how do you proceed in responding? Do you first execute all imediate steps and then confirm? Or confirm full message first and then start executing?
I would venture to guess it's the first option, since you might have to wait for other pilots to finish talking, but I'm still curious on what really happens in real life. Also, I could probably try to Google the answer, but since I'm here anyway When exactly do you considered yourself established on the localizer? When the needle is centered? Thank you. I normally fly with the auto pilot on until I get established with the localizer. My indication is that my heading light goes out.
Once I have the runway insight I kill the auto pilot and fly it in manually. Besides in the real world you will have a co-pilot with you to respond while you fly. Posts 3, There is a big difference between FS and the real world. You understand what the ATC is going to ask you to do, and you are able to predict what and when the ATC will tell you to do something. In FS we jump into complex aircraft and complex instruction modes without the couple hundred hours of training of a real world pilot.
The second big thing is a real world pilot on a commercial flight is going to have a copilot - who is going to do things like presetting the radio to the tower frequency, pull the charts, double check the ILS setup, etc. I've said many times that based on my jumpseat rides in a corporate jet, the change of runway upon arrival is no big deal. They are very simple tasks in the real world with physical radios and FMS.Step 1: BEFORE you call, take a look at the taxi diagram and make an educated guess where ground will taxi you based on your present position.
If I had done this in Seattle, I would have been able to process what they told me because I would have already had the taxiway letters fresh in my head. Step 4: Only after you have a pen and paper and the airport diagram displayed should you call ground.
When you are at a big airport, always write it down.
How to nail taxi instructions every time
Step 6: Read it back while looking at the diagram. You can read back instructions one of two ways:. Start with the runway, then read the taxiways, or start with the taxiways and end with the runway. Do whatever way works best for your brain. Either way, stay consistent.
That consistency will help you sound professional on the radio. This happened to me once at PDX and it threw me for a loop. I could barely repeat it I was so confused. Oh, and remember, ground will never give you permission to cross more than one runway at a time. They used to do this, but after multiple runway incursions they stopped.
If you have to cross a runway to get where you are going, you can expect a second set of instructions after you have crossed the first runway. Write these down as well. Sarah is dedicated to helping aviators get better at their craft. Sarah is a West Point graduate and Army combat aviator.
She also flew Cs in Afghanistan in You can find more of her work on her website: ThinkAviation. Pleeeeese, include your callsign in the read back.