In 1980 I was offered a job as on-air talent at WPXE radio in Starke, Florida.
A tiny little station located in a brick building on West Madison Street, the building also housed a Radio Shack store and as far as I know was the only place in town where one could buy an LP. I ordered London Calling by the Clash there, along with Elvis Costello’s Get Happy!!. Those choices raised a few eyebrows I can tell you.
Radio was a bigger deal then than it is today. We played country music during the day and soul music until the station went off the air at 11 p.m. They called it “block programming.”
I had the evening shift that segued from one to the other. Two entirely different forms of music separated by a five-minute news broadcast. Two entirely different audiences, too. We went into the news break playing Moe Bandy, then came out the other side with the Sugar Hill Gang.
As a prerequisite for that job I had to file for and receive a restricted radio-telephone operators permit — a certificate that lasts a lifetime, just like the pilot certificate I carry today.
Perhaps because of that peculiar career path, I tend to take regulations and official guidance seriously. While I’m generally anti-authority in my thinking, I’m aware there are reasons for the rules we’ve been tasked with following, both in the control booth and the cockpit. So I follow them as best as I can.
At WPXE I was responsible for making station ID announcements every hour. The FCC requires these. Company policy had me doing them in the first five minutes after the hour: “This is WPXE radio in Starke, Florida. 1490 on your AM dial, and 106.3 FM.”
I said that line, or something remarkably similar, over and over again. As did every DJ to ever spin a disc for broadcast.
As pilots we also have FCC requirements to adhere to, as well as FAA guidance on how to use our radio properly. You’ve probably noticed that in older movies pilots agree with the term “Roger” and end every transmission with the word “over.” In truth, that’s pretty rare these days and well out of date.
Before the phonetic alphabet, there was the spelling alphabet. “R” was spoken as “Roger” back then, which meant the message had been received. “Roger” became “Romeo” in 1956, so “Roger” is no more.
Terminology and procedure are important when everyone in the air is talking and listening on the same cluttered frequency. Hundreds of pilots and a fair number of Air Traffic Controllers populating various facilities are all trying to get or give specific information in a timely, efficient manner. Being understood is important. Being brief is encouraged, too.
To that end, the FAA provides guidance to pilots — guidance that is too often misunderstood, unknown, or flat out ignored. It’s easy enough to find, though. Just turn to Chapter 4 of the Aeronautical Information Manual (AIM) or pull a copy up on your computer. These are the methods and practices the FAA is asking pilots to follow, just as it issues requirements for those working ATC on the other end of the conversation.
Do
First, let’s look at a few important dos.
Know your call sign and use it religiously!
It has become all too common for pilots to announce their presence in a non-towered environment as “White Cessna,” “Silver Cirrus,” or “Yellow Piper.” While true, these identifiers are nearly useless. They’re also in direct contradiction to the FAA guidance that we use the appropriate call sign for the aircraft on each radio communication. Your call sign is the aircraft’s N-Number.
We’ve all been in a traffic pattern with more than one White Cessna or Yellow Piper. However, there’s only one Cessna 12345. For safety’s sake, let’s be specific.
Use your full call sign until ATC abbreviates it.
While it is more efficient to abbreviate our call signs, shortening “Cirrus 12345” to “345” means there’s no way of knowing if ATC is talking to Cirrus 21345 as well. To improve clarity and enhance safety, use your full call sign unless and until ATC abbreviates it.
Listen
I don’t imagine there is a single pilot who hasn’t been on frequency for a non-towered airport and heard someone calling, “Traffic in the area please advise.” Ironically, the AIM actually says, “Pilots stating, “Traffic in the area, please advise,” is not a recognized Self-Announce Position and/or Intention phrase and should not be used under any condition.”
That last bit, “should not be used under any condition,” should get our attention. Simply listening on the frequency will provide all the information we need about the local traffic and listening doesn’t take up any bandwidth at all.
Don’t
Now, a few Don’ts.
Stop staying “Last Call.”
For reasons that are beyond understanding, pilots have taken to using the frequency at non-towered airports to announce “Last call” on their way out of the pattern.
I can’t for the life of me figure out why this has come into common practice. It provides no useful information, it takes up bandwidth preventing anyone else from making a call, and it doesn’t provide a means of contacting the aircraft in question, since they’ve announced they’re leaving the frequency.
Let’s drop this from our lexicon. It’s pointless.
ATC knows you’re with them.
When handed off from one ATC facility to another, it’s become common practice to say, “Diamond 12345, with you, 5,500 feet.” There’s nothing evil about that call. But the “with you” part tends to rankle folks at ATC.
They know you’re with them. You’re calling on the frequency. They prefer if we shorten that call by removing those two unnecessary words.
Don’t chat on CTAF
If you’ve got an urge to chat with another pilot in another aircraft while you fly, use 122.75. That’s the air-to-air frequency set aside for this exact purpose.
It may require some coordination and be slightly less convenient than using the CTAF for you, but your private conversations don’t help inform or benefit any other pilots in the area — to the contrary, in fact.
Don’t ramble
Radio calls generally come down to answering three questions:
- Who are you?
- Where are you?
- What do you want?
“Comanche 12345, 15 miles southwest Picayune, inbound full stop” pretty much does it.
Sure, there are variations on the theme, but don’t share your day’s itinerary on the frequency. Nobody needs to know where you’re going to lunch, or how much you enjoy having Bob in the passenger seat, or which event you’re hoping to attend at the other end of your journey. Keep it brief. Always.
Of course, you don’t have to take my advice. You could just read the AIM instead. Chapter 4, Section 1 is a good place to start.
Well, that’s pretty tepid. I’d take those kinds of calls all day, compared to what I’ve been suffering this week during training at Deland, Fl.
The regular and hoipoloi locals are pretty tame on the radio. However, the Queen of Florida Flight Schools, let’s call it Elizabeth Regina, has an outpost here training future fog bound airline pilots to make progressive taxi reports.
“Deland Traffic, 555 Elizabeth Regina, a white and blue Cessna skyhawk with a teal stripe (okay, I made that last part up), is clear of runway 5 Deland and exiting at Taxiway Charlie to taxi back on taxiway Alpha for takeoff. I’m currently number 4 in line, approaching the taxiway Bravo intersection on taxiway Alpha. My eyes are Blue (I made that last part up, too).”
Even pseudo emergencies won’t prevent a knave of Elizabeth Regina from making progressive taxi reports.
Just Saturday Afternoon, 14 May 2022:
“PAN PAN, PAN PAN Cessna NXXXXNiceGuy just lost partial engine power. We’re 2 miles……”
“Deland Traffic, White over Blue Cessna Skyhawk N555Elizabeth Regina, on taxiway Alpha, crossing at Charlie.”
“…make it. Low…”
“ I’m number 2 behind two Cessnas for takeoff runway 5, Deland traffic.”
[[[squelch override of Elizabeth Regina’s transmission]]] ”all traffic give way to the emergency aircraft…..somewhere out there. Anyone know where he is?”
The Nice Guy in the Cessna managed to turn just enough revs parlay some altitude into barely clearing the fence on the closed runway at Deland, without the encouragement, advice, or wind reports from the ground.
But by God, we knew where the Queen was. 555Elizabeth Regina wasn’t the only one.
At the top of the hour it was common to hear a chorus of:
“NXXXElizabeth Regina clear of runway 5 of Deland at taxiway Bravo, taxiing via Alpha to her Majesty’s Hangers…..after we get fuel.”
I’ll spare you the story of the Elizabeth Regina graduate I was flying with in February. Other than to say that I swung the wingtip of the plane over the checkered runway line in a turn to allow both of us to look at final as well as observe base and downwind.
I asked ”you think I out to go before that Bonanza? (turning downwind to base).” Instead of answering the safety question, he insisted that since I’d crossed the line that I was obligated to depart immediately.
I informed her majesty’s representative to mortals that “I” don’t have to do anything unsafe. We soon taxied down the runway to the Bravo exit to get out of the way of all her Magesty’s subjects behind us, and back to the Hanger. We parted ways. My less that courtly language cost me a BFR with that guy.
I’m back today earning it.
Timely, especially with the freqs becoming more and more saturated. In thinking back, I’ve enjoyed some very thorough Flight Reviews over the past several years & don’t recall this being a significant part of the “review”. It should be. In any event, I do try to follow the rules for this wonderful privilege to fly that we all share. Thanks for the detailed reminder, Jamie! And, RE the “full stop announcement” — I fly a Cessna 140, so never really know for sure whether or not the landing will be a “full stop” so am never even tempted to parrot that phrase ;-).
Jamie: having a line on the ground between Canada and the USA hasn’t stopped the same sort of nonsense from taking root up here:
“Conflicting traffic, please advise”
“XXXXX is clear of the runway” (shared about a minute after ‘departure call’ to indicate the aircraft got airborne…)
On a positive note, the ‘colour/aircraft type’ thing never caught on up here; I am hopeful it won’t…
Keep writing!
Ain’t was not a word when I was taking English but is now because it kept being used, the purist do not like that, but it is in the dictionary due to so much usage. Also the government is not the know all of all things aviation these were written by some some A students and some D students. Look at the tafs still abbreviated for no reason, that was done to shorten messages not needed today. And lastly you are not the radio police. Calling people out could lead to an unpleasant experience on the ground.
Hate to say this Jamie but your “This is WPXE radio in Starke, Florida” was not a legal TOH (top of the hour) station ID. The FCC rule states that there should be NOTHING between the call letters and city of license. It should have been “This is WPXE, Starke, Florida”.
Nice review, Btw, Instructor Beckett, were you with Gleim Aviation a few years back?
Jim Denike
Newtown, CT
I was, Jim. For about 6 years as employee then as a contractor.
Like some of the other folks who are contributing to this discussion (Hello, Pat), I’ve spent a considerable amount of time preaching on this subject at venues around the country. It’s distressing to hear some of the attitudes and perspectives folks have concerning radio communications, regardless of where, what, when, and how they fly.
I was presenting a seminar in VA, where I merely showed a slide from the AIM that listed the FIVE (5) radio calls the FAA “recommends” when Inbound to a nontowered airport (Table 4-1-1).
I had one gentleman jump up, literally, and tell me that if I ONLY made those 5 calls…I was not welcome to land at “his” airport…
OK. Over and Out.
Where did the regular use of the two words Full Stop come from? I come from old school when FAA run the control towers and demanded the use of the least amount of syllables. Adding full stop to announce a normal landing is also wasted radio and annoying to listen to.
A Landing is always to a full stop unless you announce or are cleared for something else.
Which is why I say inbound for landing…..
My friend and I have to come to start saying “full stop” when landing our gliders. Mockery is the best medicine.
Whenever I hear someone say full stop, I take that as a hint that they may be on the runway a few extra seconds and I adjust my approach so I won’t have to do a go-around. And in some cases, a full stop aircraft has to back-taxi. I think it’s a good exchange of information.
Hey Warren, remember this:
https://airfactsjournal.com/2017/08/talking-non-towered-airports/
Tom, thanks. I remember that one. Enjoyed reading it and all comments again.
You should assume all landings are “full stop ” unless the pilot states otherwise. It’s a waste of radio time to announce “full stop” . Absolutely not correct to do so.
Pretty sure “full stop” came in when tower controllers started authorizing, “cleared for the option.” Then it makes sense to pass on your intentions to the tower.
Otoh, at busy training airports with a conga line of planes in the pattern, touch & go or full stop decisions, particularly on taxi back to exit runways, ripple backward through the line & effect spacing.
I was actually trained to announce full stop vs touch-and-go. For reference, I obtained my ASEL certificate in January, 2016. To me it’s part of “intended flight activity.”
Regarding using N-number vs color schemes, the FAA has doubled down on this recommendation in Advisory Circular AC 90-66B
https://www.faa.gov/documentlibrary/media/advisory_circular/ac_90-66b.pdf
It aggravates me that there are not only pilots that do this, but CFIs that are training students contrary to the FAA recommendations. Stick to the recommendations, everyone being consistent, otherwise it breeds confusion and increases risk.
Was away at an airline for 24 years, retired, and started instructing again. Hearing “last call” only makes me think of a bar. Where did that come from? Totally useless. How about Cessna 12345 departing to the east or similar? Good article. Sending to all my students.
“How about Cessna 12345 departing to the east or similar?” If I were arriving from the east, and I heard a departure announce he was departing to the east, I would know someone was flying towards me – a good head’s up. In one case, another pilot and I stayed in contact using landmarks to report our positions and maintained altitude separation until we had each other in site – worked perfectly.
Another home run, my friend. You have touched on most of my personal pet peeves as both a CFI and DPE. Yet, it amazes me how many people will fall on their swords defending “any traffic in the area” or “last call” as being necessary. Boggles the mind….
For handoffs, follow 5-3-1-b-2-(a). On initial contact, the pilot should inform the controller of the aircraft’s assigned altitude preceded by the words “level,” or “climbing to,” or “descending to,” as appropriate; and the aircraft’s present vacating altitude, if applicable.
EXAMPLE− 1. (Name) CENTER, (aircraft identification), LEVEL
(altitude or flight level). 2. (Name) CENTER, (aircraft identification), LEAVING
(exact altitude or flight level), CLIMBING TO OR DESCENDING TO (altitude of flight level).
(I’ve always used this phraseology for either center or tracon.)
Jaime, don’t look now, but “Roger” is still a part of the pilot/ controller glossary and it still means “message received and understood”. I’m one of those old pilots (flying for more than 53 years) that still use the word and ATC still knows the word.
I believe the value of ” with you” is to advise ATC you are on frequency with them but not requesting anything. They can then acknowledge and/or give you instruction.
Likewise if you contact with only your N number they are expecting more information after they respond such as in you are inbound, have ATIS, landing, etc.
All the above as opposed to identifying yourself ending in “request” which I think denotes you are already in contact.
They are in the handoff phase at that point and are expecting you to check in with them. If you do not check in, something is amiss. If you have further request they expect you will say it. if they have further instruction they will say it. “With you” is superfluous.
I agree with your list of “Don’ts” with the exception.of the first. What’s a N1234, 172, Citation, 140? I would like to know for what I am looking. It helps.
The various don’ts are routinely and regularly violated at our very busy airport by pilots driving all types of aircraft from 152s to Gulfstreams all day everyday.
An excellent point, Paul. I should have specified, “Cessna Skylane, 12345…” Knowing the type makes quite a difference in terms of performance. Thanks for catching that error.
Agree. AIM 4-2-4-a.-3. Civil aircraft pilots should state the aircraft type, model or manufacturer’s name, followed by the digits/letters of the registration number. When the
aircraft manufacturer’s name or model is stated, the prefix “N” is dropped; e.g., Aztec Two Four Six Four Alpha.
EXAMPLE−
1. Bonanza Six Five Five Golf
How many articles have been written on this subject?
How many safety seminars, flying club meetings, conferences, podcasts, YouTube videos, flight instructor refresher clinics, and on and on and on…where this is a main topic?
Yet folks still can’t figure it out. Maybe if there was MARVEL COMICS movie about it, they’d get a clue.
Good comment, Tom. I heard a lot of pilots say “with you” in training and thought it was acceptable. If it rankles ATC, why use it? I want a good relationship with the people helping me not to meet another plane in mid-air. Seems like a good policy to me.
Who would be the “super hero”, though? Radioman?
I’m thinking “The Jammer”…
He/she constantly scans the VHF spectrum, and when they detect radio buffoonery being committed, they transmit “Knock It Off! Knock It Off! Knock It Off!” on that freq in an effort to comm jam the offenders…
How come all the controllers in the tower are named Roger?
surely you jest (the devil made me do it)
Mr. Beckett,
Thank you so much for your article! The procedures contained in the AIM are there for everyone’s safety. If followed, we and our passengers are safer because of them. Rules separate us from those who normally travel and communicate with others by using hand and middle finger gestures. They enable us to be professional and limit the surprises that we often encounter while crawling on the ground with the rest of the commoners. Lets all follow them so that we can continue to proclaim that the most dangerous part of flying is our travel to and from the airport.
Thanks again!
John
I use color and type sometimes with last three of N reg. Easier to see color than N reg in traffic pattern (CTAF)with five other airplane which is common at our airport with a very large flight school. Say two cubs one orange one yellow, a Pacer and two Cessnas.
Type and full N reg is what should be used. People need to know the performance of your airplane (Skyhawk vs Citation). And the purpose of the full N reg isn’t so someone can read it in flight – obviously that’s not possible. It allows communication directly to that pilot and only that pilot, and a means of contact if there is a need later. Color will not identify you (and only you).
I understand, Dwayne. Your perspective is common, but respectfully, one that should be amended.
There are plenty of airplanes of any given color. However, there is only one Cessna Cardinal 12345, or Piper Warrior 54321. By conducting ourselves in non-towered environments with the same procedures we use in towered environments, we enhance safety.
If you hear “Middletown Traffic, white Cessna on left base for Runway 4,” you look to the base leg to see if you can pick out the traffic. You see a high wing airplane. Is that the airplane that just called base or another airplane that’s on the wrong frequency, or not making radio calls, or just hasn’t made their call yet? Depending on the angle of the sun, can you make out the color reliably?
ATC rarely asks us what color we are, because it’s unnecessary. They know where Piper Dakota 45452 was a few minutes ago and they know where it is now. If we identify ourselves properly, keeping track of traffic flows is relatively easy – for ATC and for other pilots. But with the possibility of two voices coming from the same aircraft in flight, with one identifying themselves by color and the other by N number, things can get awfully confusing fairly quickly.
I’ll close by saying, this isn’t my opinion. I’m not asking anyone to bend to my will. I’m simply passing along that the FAA has put some thought into this issue, published best practices for pilots to follow, and distributed that information widely. If we choose to ignore the FAA, we do so at our own peril. And should paint ever be swapped, or metal bent, our insurance companies will certainly take into account if we were following those best practices or going our own way in contradiction to the wishes of the FAA.
Personally, I do not wish to be explaining to an insurance adjuster or a judge the many wonderful reasons I chose not to do what I’ve been encouraged to do by the controlling authority.
Also, with ADS-B IN being more common in many aircraft, traffic can now be identified by N-number on a nav display or tablet. For this reason using you N-number at a non towered airport has a lot of value to other pilots.
When at an uncontrolled airport and there’s a white Cessna N1254 and a red Cessna N166A in the pattern and a yellow Piper N4662C, can you tell me which Cessna is which by the “N” number only? I’m really interested in how that’s done with the least amount of radio band width.
N# does not have anything to do with visual contact. Color is very limited by distance and eliminated by night, and multiple aircraft may have the same color. The position report by the pilot will distinguish one aircraft from the other.
Romeo vs. Roger. Both are valid. Romeo is used in the course of phonetic spelling of a word. Roger is acknowledgment. Roger has been consistently used in military communications and has not been superseded by romeo.
How about the extremely useless “Anybody in the pattern please advise” call? If that person would just shut up and listened they would know if anybody is in the pattern, where they are and what they are doing.