Say Again, Please
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Talking on an aviation radio and understanding air traffic control instructions can be one of the most intimidating aspects of flight training. Bob Gardner's "e;Say Again, Please"e; teaches readers what to say, what to expect to hear, and how to interpret and react to clearances and instructions, while detailing the airspace system and explaining how the ATC system works. This new Sixth Edition has been expanded and updated throughout to reflect current FAA rules and operating procedures. The communication requirements for entering, departing, and transiting each class of airspace is explained in detail by following along with the author on "e;simulated"e; flights. A full-color sectional excerpt, in an attached fold-out format, is provided for the example flights so readers can review the map while reading the explanation for flying and talking in each area. Readers will learn everything they need to communicate effectively in VFR, IFR, and emergency conditions. The example foldout sectional chart is in full color and is also used for example flights discussed throughout the book. Bob Gardner's conversational-yet-concise writing style in his approach to aviation communications will help increase your comfort level when using an aircraft radio. The book features "e;talk"e; examples of typical radio transmissions that explain how the air traffic control system works, as well as present simulated flights that clearly demonstrate correct communication procedures in each class of airspace. This hands-on book covers the following:--The ABCs of communicating--Understanding radio equipment--Communication etiquette and rules--VFR, IFR, and emergency communication procedures--Air traffic control facilities and their functions--Review of airspace definitions--Glossary of pilot/controller communication terms and phrasesLet "e;Say Again, Please"e; help you learn how to communicate in the air.



Publié par
Date de parution 01 juillet 2019
Nombre de lectures 0
EAN13 9781619547759
Langue English
Poids de l'ouvrage 2 Mo

Informations légales : prix de location à la page 0,0897€. Cette information est donnée uniquement à titre indicatif conformément à la législation en vigueur.


Say Again, Please – Guide to Radio Communications Sixth Edition by Bob Gardner

Aviation Supplies & Academics, Inc. 7005 132nd Place SE Newcastle, Washington 98059-3153
©1995–2019 Aviation Supplies & Academics, Inc.
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopy, recording or otherwise, without the prior written permission of the copyright holder. While every precaution has been taken in the preparation of this book, the publisher and Bob Gardner assume no responsibility for damages resulting from the use of the information contained herein.
The flight and radio talk examples used throughout this book are for illustration purposes only, and are not meant to reflect all of the possible incidences and communications that may occur in actual flight, nor does the author suggest by using existing facilities that the flight example given covers all possible parameters of an actual flight to or from those facilities. The airport photographs and chart excerpts are not for navigational purposes; refer to the current charts and the Chart Supplement U.S. when planning your flight.

ASA-SAP-6-EB ISBN 978-1-61954-775-9

Photo and Illustration Credits: Aerial views of Washington State airports, courtesy Washington State Department of Transportation, Aviation Division; p.viii, Jim Fagiolo; p.2-2, p.2-3, courtesy Garmin; p.2-5 through 2-12, Telex Communications, Inc.; p.2-10 (top), Aloft Technologies; p.2-11 (left), Sigtronics; p.2-13 (top) King Silver Crown; p.2-13 (bottom), Terra; p.2-15, Narco Avionics; p.2-17, courtesy Garmin; p.3-2, 3-4, 3-7, 6-1, 10-3, Bob Gardner; p.3-14, Henry Geijsbeek; p.6-9 Olympia airport guide, courtesy Airguide Publications, Inc.
Cover Photo: Jay Stilwell

About the Author
Bob Gardner has long been an admired member of the aviation community. He began his flying career as a hobby in Alaska in 1960 while in the U.S. Coast Guard.
Bob’s shore-duty assignments in the USCG were all electronic/communications based. He served in the Communications Division at Coast Guard Headquarters and was Chief of Communications for the Thirteenth Coast Guard District. He holds a Commercial Radiotelephone Operator’s license and an Advanced Class Amateur Radio Operator’s License.
By 1966, Bob accomplished his Private land and sea, Commercial, Instrument, Instructor, CFII and MEL. Over the next 16 years he was an instructor, charter pilot, designated examiner, freight dog and Director of ASA Ground Schools.
Currently, Bob holds an Airline Transport Pilot Certificate with single- and multi-engine land ratings; a CFI certificate with instrument and multi-engine ratings; and a Ground Instructor’s Certificate with advanced and instrument ratings. In addition, Bob is a Gold Seal Flight Instructor, has been instructing since 1968, and was awarded Flight Instructor of the Year in Washington State. To top off this impressive list of accomplishments, Bob is also a well-known author, journalist and airshow lecturer.
He can be contacted on the Internet at
Books by Bob Gardner: The Complete Private Pilot The Complete Private Pilot Syllabus The Complete Multi-Engine Pilot The Complete Advanced Pilot
Software and Audio Review by Bob Gardner: Communications Trainer

We live in a technological age. It is possible to fly without radios or electronic aids to navigation and rely solely on the Mark I eyeball, but there is no question that safety is enhanced when pilots can locate one another beyond visual range. The avionics industry continues to provide pilots with improved products which make communication easier and more reliable, but technology alone is not enough—the user must feel comfortable with the equipment and the system.
We all feel comfortable with the telephone, and an increasing number of pilots feel comfortable with radios that operate in the citizen’s or amateur radio bands. However, if there is a controller on the other end of the conversation many pilots freeze up. The goal of this book is to increase your comfort level when using an aircraft radio by explaining how the system works and giving examples of typical transmissions.
A brief word of explanation. I am a flight instructor, and flight instructors talk, and talk, and talk. It is impossible for me to shut off my flight instructor instincts and convert myself totally into a writer. You will pick up on this right away because I repeat myself. Over 30 years of instructing I have learned that if something is repeated in different contexts it will be remembered, so you can count on the same information showing up in more than one chapter. That is not sloppy editing or carelessness, it is good instructional technique. Also, some types of airspace change classification when the tower closes down or the weather observer goes home—there will be some overlap as I discuss each situation in the chapter on each type of airspace.
I will not spell out numbers in this text; the AIM says that numerals are to be pronounced individually: 300 is spoken as “three zero zero,” runway 13 as “runway one three,” etc. I know that I can count on you to make the mental conversion. Altitudes are handled differently, as you will learn in Chapter 3. Also, controllers do not say “degrees” when assigning courses and headings, so neither will I.
In radio communication, the different classes of airspace are spoken as their phonetic equivalents (again, see Chapter 3), without the word “class”:
“Cessna 1357X is cleared to enter the Charlie surface area…”
In the text, however, they will be referred to as Class B, Class G, etc.
Editor’s Note
The examples of radio talk between pilots, controllers and other communications facilities in this text are printed in a bold and italics, non-serif typeface. These are also identified by small labels, which are sometimes abbreviated, as visual aids to the reader to show who is talking. Definitions for these labels can be found in Appendix A, “Communications Facilities.”
PILOT “Cessna 1357X requests runway 23.”

The author wishes to acknowledge the assistance of the following experts in reviewing the text for accuracy and completeness:
Suzanne Alexander, Manager, Boeing Field Tower Jim Davis, Plans and Procedures, Seattle-Tacoma TRACON Terry Hall, American Avionics, Seattle Mike Ogami, Seattle Automated Flight Service Station
Note about the examples used in this book:
The National Aeronautics and Space Administration (NASA) commissions contractors to search the NASA database for lessons to be learned from accidents and pilot reports. Also, NASA publishes Callback , a free monthly newsletter that provides its subscribers with selected incidents from the Aviation Safety Reporting System (ASRS). Except for those few cases where I received an anecdote directly from an ATC controller, the examples in this book come from NASA sources.
If you want to receive Callback, simply send your address to ASRS, Box 189, Moffett Field, California, 94035 or view online at:
If you want to “hear” and see this book in action, check out the Communications Trainer (order number ASA-ESAP) software product, which also includes an Audio Review so you can listen to many more examples of communication exchanges on your home or car stereo.

Chapter 1
The ABCs of Communicating
The Pilot-Controller Partnership For Safety
Aviation communication is a team effort, not a competition between pilots and controllers. Air traffic controllers are just as anxious as you are for your flight to be completed safely. They will cooperate with you whenever they can do so and still remain consistent with safety . They are not the equivalent of the stereotypical law enforcement officer just waiting for you to do something wrong. They hate paperwork as much as anyone, and filing a violation against a pilot starts an avalanche of forms and reports. On the other hand, they have a tremendous amount of responsibility and can be severely overloaded with traffic; that means you can’t expect a controller to ignore everyone else in order to give you special treatment.
Inherent in the teamwork concept is equality. Yes—controllers can and will give you instructions that you must follow (unless it is unsafe to do so), but they are not aviation police with books of tickets just waiting for you to make a mistake. They are on your side. Like all of us, they have bad days, so don’t read too much into a controller’s tone of voice. And don’t ask for permission (i.e., do not use the word “permission”). That sets my teeth on edge. Instead just say, for example, “Request taxi instructions”; “Request ten degrees left for weather”; “Request direct Bigtown Municipal”…and the like.
Many pilots are reluctant to use the radio because they feel that they are imposing on the controller. They should put themselves in the controller’s seat: There are 20 targets on the scope and the controller knows the altitude, course, and intentions of 19 of them because they are on instrument flight plans or are receiving radar flight following services. For the 20th target, the controller knows only its altitude and present direction of flight (VFR flight plans are not seen by the air traffic control system). Will that target change altitude and/or course and create a conflict? There is no way for the controller to know, and thus the unknown target imposes a greater workload on the controller. Don’t be that target.
Many pilots are reluctant to interact with ATC because they “don’t want to bother the controller.” Controller’s pay levels are based in part on traffic count, so by failing to communicate you hit the controller i

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