FAA Radio Communications Phraseology

Learning Center Library Contents - FAA - FAASTeam - FAASafety.
gov 31/01/22, 10:06 PM
Learning Center Library Contents

Radio Communications Phraseology and Techniques - P-8740-47
Author: Federal Aviation Administration Date: revised April 2006
Introduction
Note: Information in this document was adapted from FAA pamphlet P-8740-47.
Radio communications are a critical link in the ATC system. The link can be a strong bond between pilot and
controller or it can be broken with surprising speed and disastrous results. This pamphlet provides basic
procedures for new pilots, and highlights safe operating concepts for all pilots.
The single most important concept in pilot-controller communications is understanding. It is essential, therefore,
that pilots acknowledge each radio communication with ATC by using the appropriate aircraft call sign. Brevity is
important, and transmissions should be as concise as possible while still ensuring that the controller understands
what you want to do. Moreover, you, the pilot, must understand exactly what ATC wants you to do.
Pilots will find the Aeronautical Information Manual's Pilot/Controller Glossary very helpful in learning what certain
words or phrases mean. Good phraseology enhances safety, and is the mark of a professional pilot. Jargon,
chatter, and "CB" slang have no place in ATC communications. The Pilot/Controller Glossary is the same
glossary used in the ATC controller's handbook. Pilots should study and review this document from time to time
to sharpen communication skills.
Calls to air traffic control (ATC) facilities (ARTCCs, approach control facilities, towers, FSSs) over radio and ATC
operational telephone lines (lines used for operational purposes such as controller instructions, briefings, opening
and closing flight plans, issuance of IFR clearances and amendments, etc.) may be monitored and recorded for
operational uses such accident investigations, accident prevention, search and rescue purposes, specialist
training and evaluation, and technical evaluation and repair of control and communications systems.
Radio Technique - Overview
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Here are some general tips for good aviation radio technique:
Listen before you transmit. Many times can get the information you want through ATIS or by monitoring the
frequency. Except for a few situations where some frequency overlap occurs, if you hear someone else talking,
attempting to transmit will be futile. You will probably jam ("step on") someone else's attempt to transmit, causing
a need to repeat the call. If you have just changed frequencies, first pause and listen to make sure the frequency
is clear.
Think before keying your transmitter. Know what you want to say and, if it is lengthy, (e.g., a flight plan or IFR
position report), jot it down so you do not waste transmission time trying to remember what you need to say.
Position the microphone very close to your lips. After pressing the mike button, a slight pause may be
necessary to be sure that the first word is transmitted. Speak in a normal conversational tone.
Be patient. When you release the transmit button, wait a few seconds before calling again. The controller or FSS
specialist may be jotting down your number, looking for your flight plan, transmitting on a different frequency, or
selecting the transmitter to your frequency.
Be alert to the sounds, or lack of sounds, in your receiver. Check your volume, recheck your frequency, and
make sure your microphone is not stuck in the transmit position. Frequency blockage can occur for extended
periods of time due to unintentional transmitter operation. This type of interference is commonly referred to as
"stuck mike," and controllers may refer it in this manner when attempting to assign an alternate frequency. If the
assigned frequency is completely blocked by this type of interference, use the procedures described for en route
IFR radio frequency outage (see below) to establish or reestablish communications with ATC.
Be sure that you are within the performance range of your radio equipment, and also the ground station
equipment. Remote radio sites do not always transmit and receive on all of a facility's available frequencies,
particularly with regard to VOR sites where you may hear but not reach a ground station's receiver. Remember
that higher altitude increases the range of VHF "line of sight" communications.
Contact Procedures - Overview
Initial Contact
The term "initial contact" or "initial callup" means the first radio call you make to a given facility, or the first call to
a different controller or FSS specialist within a facility. Use the following format:
Who - Part 1 - State the name of facility you are calling (e.g., "Miami Center").
Who - Part 2 - State your full aircraft identification (as filed in the flight plan) (e.g., "Skylane 54321")
Where - State your position (e.g., "Over XYZ VOR").
What - State your request (e.g., "Request clearance into Class B airspace.")
Putting it all together:
Radio Communications Format

Who-Part 1 Who-Part 2 Where You Are What You Want
Miami Center Skylane 54321 Over XYZ VOR Request clearance into Class B
If radio reception is reasonably assured, including your request, your position or altitude, or brief reports such as
the phrase "with Information Charlie" (for ATIS) in the initial contact helps decrease radio frequency congestion.
Use discretion, though, and do not overload the controller with information he does not need. If you do not get a
response from the ground station, recheck your radios or use another transmitter, but keep the next contact
short.
Initial Contact When Transmitting and Receiving Frequencies Differ
If you are attempting to establish contact with a ground station and you are receiving on a different frequency
than that transmitted, be sure to indicate the VOR name or the frequency on which you expect a reply. Most
FSSs and control facilities can transmit on several VOR stations in the area. Use the appropriate FSS name as
indicated on charts. New York FSS transmits on the Kennedy, Hampton and Calverton VORTACs. If you are in
the Calverton area, your initial call would be:
"New York Radio, Cessna three one six zero foxtrot, listening Calverton VOR."
If the chart indicates FSS frequencies above the VORTAC or in FSS communications boxes, transmit or receive
on those frequencies nearest your location.
If you are unable to establish contact and you need to call any ground station, your call might be:
"Any (radio) (tower) (station), call Cessna three one six zero foxtrot on (frequency) or (VOR)."
If an emergency exists or you need assistance, say so immediately!
Subsequent Contacts and Responses to Callup from a Ground Facility
Use the same format as used for initial contact, except that if possible, you should state your message or request
in the initial call. The ground station name may be omitted if the message requires an obvious reply and there is
no possibility for misunderstanding. You should acknowledge all calls or clearances unless the controller or FSS
specialist advises otherwise.
There are some occasions when the controller must issue time-critical instructions to other aircraft, and may be in
a position to observe your response, either visually or on radar. If the situation demands your response, take
appropriate action or immediately advise the facility of any problem. Acknowledge with one of the following
words:
Wilco,,which means "I will comply."

Roger, which means "I have received and understood your last transmission."
Affirmative, which means "Yes"

Negative, which means "No" or
Other appropriate remark
Working with ATC
Overview
Air Route Traffic Control Centers (ARTCCs), known to pilots as "Centers," are capable of direct communications
with IFR air traffic on certain frequencies. Maximum communications coverage is possible through the use of
Remote Center Air/Ground (RCAG) sites comprised of both VHF and UHF transmitters and receivers. These
sites are located throughout the US. Although they may be several hundred miles away from the ARTCC, they
are remoted to the various ARTCCs by land lines or microwave links.
Since IFR operations are expedited through the use of direct communications, pilots are requested to use these
frequencies strictly for communications pertinent to the control of IFR aircraft. Flight plan filing, en route weather,
weather forecasts and similar data should be requested through FSSs, company radio, or appropriate military
facilities capable of performing these services.
ATC Frequency Change Procedures
An ARTCC is divided into sectors. Each sector is handled by one controller or, in some cases, a team of
controllers and has its own discrete sector frequency. As a flight progresses from one sector to another, ATC will
ask the pilot to change to the appropriate sector frequency. ATC will use the following phraseology to instruct the
pilot to make a frequency change:
(Aircraft Identification), contact (facility name or location name and terminal function) on (frequency) at (time, fix
or altitude).
When advised by ATC to change frequencies, first acknowledge the instruction. If you select the new frequency
without an acknowledgment, the controller's work load is increased because he or she has no way of knowing
whether you received the instruction or have had radio communications failure.
If you are instructed to make the frequency change at a specific time, fix, or altitude, continue to monitor the
frequency you are on until reaching the point specified for the frequency change. ATC will omit frequency change
restrictions whenever pilot compliance is expected upon receipt. If there are no frequency change restrictions,
therefore, you should select the new frequency as soon as possible after acknowledging the instruction. A
delay in making the change could cause you to miss important information.
When you make the frequency change, change, you should first listen on the new frequency. If you hear
someone else talking, attempting to transmit will "step on" (jam) someone else's attempt to transmit, causing a
need to repeat the call and wasting time for everyone. Make sure the frequency is clear before you attempt to
transmit.
Your initial call after being handed off to a new controller can be very brief. Examples:
With VFR Flight Following:Salt Lake Center, Skylane 54321, four thousand, five hundred, VFR.
On IFR Flight Plan:Jacksonville Center, Skylane 54321, five thousand, assigned heading two three zero.
Position Reports
To make an IFR position report, use the following phraseology:
(Name) CENTER, (aircraft identification), (position), (time), (time to next fix), (time to following fix). For example:
(Name) Center, (aircraft identification), estimating (reporting point and time) at (altitude or flight level) climbing (or
descending) to (altitude or flight level).
Note that exact altitude or flight level means to the nearest 100 foot increment. Exact altitude or flight level
reports on initial contact provide ATC with information required prior to using MODE C altitude information for
separation purposes. At times, controllers will ask pilots to verify that altitude. The phraseology used will be:
"Verify at (altitude)."
In climbing or descending situations, controllers may ask pilots to "Verify assigned altitude as (altitude)." Pilots
should confirm that they are at the altitude stated by the controller or that the assigned altitude is correct as
stated. If this is not the case, they should inform the controller of the actual altitude being maintained or the
different assigned altitude. Important: Pilots should not take action to change actual altitude or different assigned
altitude to the altitude stated in the controller's verification request, unless the controller specifically authorizes a
change.
Call Signs
Aircraft Call Signs
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).
It is very important to ensure use of correct call signs. Aircraft with similar call signs may be on the same
frequency, and improper use of call signs can result in one pilot executing a clearance intended for another
aircraft. To avoid this problem, never abbreviate your call sign on an initial contact, or at any time when other
aircraft call signs you hear on the frequency have similar numbers/sounds or identical letters/numbers to those of
your own aircraft (e.g., Cessna 6132F, Cessna 1622F, Baron 123F, Cherokee 7732F, etc.).
For example, assume that a controller issues an approach clearance to an aircraft at the bottom of a holding
stack and an aircraft with a similar call sign (at the top of the stack) acknowledges the clearance with the last two
or three numbers of his call sign. If the aircraft at the bottom of the stack did not hear the clearance and
intervene, flight safety would be affected, and there would be no reason for either the controller or pilot to suspect
that anything is wrong. This kind of "human factors" error can strike swiftly and is extremely difficult to rectify.
Pilots must therefore be certain that aircraft identification is complete and correct before taking action on an ATC
clearance. ATC will not abbreviate call signs of an air carrier or other civil aircraft having authorized call signs.
ATC may initiate abbreviated call signs of other aircraft by using the prefix and the last three digits/letters of the
aircraft identification after two-way communications have been established. The pilot may use the abbreviated
call sign in subsequent contact with ATC.
When aware of similar/identical call signs, ATC will take action to minimize errors by emphasizing certain
numbers/letters, repeating the entire call sign, repeating the prefix, or by asking pilots to use a different call sign
temporarily. If you have any doubt as to whether a control instruction is intended for you, do not hesitate to make
sure. Use the phrase, "Verify clearance for (your call sign) " to request clarification.
Ground Station Call Signs
When calling a ground station, begin with the name of the facility being called, followed by the type of the facility
being called. The correct terms are as follows:
Ground Station Call Signs

Airport FSS EFAS Control Clearance Tower Approach Departure ARTCC
Unicom (Weather) Tower Delivery Ground Control Control (Center)
Control
Shannon Chicago Seattle Augusta Dallas Miami Ground Potomac Tampa Atlanta
Unicom Radio Flight Watch Tower Clearance Approach Departure Center
Student Pilot Radio Identification
To help the student pilot acquire sufficient practical experience in the environment in which he or she will be
required to operate, special procedures exist for student pilots who wish to receive additional assistance while
operating in areas of concentrated air traffic. If you are a student pilot, you should identify yourself as such during
the initial call to an FAA facility. For example:
"Dayton Tower, Fleetwing 1234, Student Pilot."
This special identification will alert ATC to provide the student pilot with any extra assistance and consideration
needed. Though highly recommended, this procedure is not mandatory.
Air Ambulance Flights
Civilian air ambulance flights responding to medical emergencies (carrying patients, organ donors, organs, or
other urgently needed lifesaving medical material) will be expedited by ATC when necessary. When expeditious
handling is required, add the word "Lifeguard" in the remarks of the flight plan. In radio communication, these
flights use the call sign "Lifeguard" followed by the aircraft type and registration letters/numbers. When requested
by the pilot, ATC provides necessary notification to expedite ground handling of patients; when possible,
however, this information should be passed in advance through non-ATC communications systems.
Extreme discretion is necessary in using the term "Lifeguard." It is intended only for those missions of an urgent
medical nature and for use only for that portion of the flight requiring expedited handling. Similar provisions have
been made for the use of "Air Evac" and "Med Evac" by military air ambulance flights, except that these military
flights will receive priority handling only when specifically requested.
Radio Malfunction Procedures
Aircraft Radio Malfunctions
Inoperative Receiver. If you are approaching a towered airport and have reason to believe your transmitter
works but your receiver is inoperative, remain outside or above the airport traffic area until you determine the
direction and flow of traffic. Then you should advise the tower of your type aircraft, position, altitude, intention to
land, and request that you be controlled with light signals (see below). When you are approximately 3 to 5 miles
from the airport, advise the tower of your position and join the airport traffic pattern. From this point on, watch the
tower for light signals. Thereafter, if a complete pattern is made, transmit your position downwind and/or turning
base leg.
Inoperative Transmitter. If you are approaching a towered airport and have reason to believe your receiver
works but your transmitter is inoperative, remain outside or above the airport traffic area until you can determine
the direction and flow of traffic, then join the airport traffic pattern. Monitor the primary local control frequency as
depicted on Sectional Charts for landing or traffic information, and look for a light signal addressed to your
aircraft. During daylight hours, acknowledge tower transmissions or light signals be rocking your wings. At night,
acknowledge by blinking the landing or navigation lights.
Inoperative Transmitter and Receiver. If you are approaching a towered airport and have reason to believe that
your transmitter and receiver are both inoperative, remain outside or above the airport traffic area until you can
determine the direction and flow of traffic. Then join the airport traffic pattern and maintain visual contact with the
tower to receive light signals. During daylight hours, acknowledge tower transmissions or light signals by moving
the ailerons or rudder. At night, acknowledge by blinking the landing or navigation lights.
If you experience radio failure prior to leaving the aircraft parking area, make every effort to have the equipment
repaired. If you are unable to have the malfunction repaired, it is possible in some areas to call the tower by
telephone and request authorization to depart without two-way radio communications. (Note: This procedure
would not be authorized in areas such as the Washington DC Air Defense Identification Zone, or ADIZ, where
two-way communications are required at all times. If the tower grants your request, you will receive departure
information and instructed to monitor the tower frequency or watch for light signals, as appropriate. During
daylight hours, acknowledge tower transmissions or light signals by moving the ailerons or rudder. At night,
acknowledge by blinking the landing or navigation lights.
If radio malfunction occurs after departing the aircraft parking area (i.e., on the taxiway), watch the tower for light
signals or monitor tower frequency. Note: Refer to 14 CFR 91.87 and 14 CFR 91.77 for additional information..
Light Gun Signals
An airport control tower uses the following procedures to issue control instructions to aircraft not equipped with
radio, or those with inoperative radios. ATC personnel use a directive traffic control signal which emits an intense
narrow light beam of a selected color (either red, white, or green) when controlling traffic by light signals.
Although the traffic signal light offers the advantage that some control may be exercised over nonradio
("NORDO") aircraft, pilots should be aware of the following disadvantages.
The pilot may not be looking at the control tower at the time a signal is directed toward him.
The directions transmitted by a light signal are very limited, since only approval or disapproval of a pilot's
anticipated actions may be transmitted. No supplement or explanatory information may be transmitted
except by the use of the "General Warning Signal," which advises the pilot to be on the alert.
Between sunset and sunrise, a "NORDO" pilot on the ground seeking to attract the attention of the control tower
should turn on a landing light and taxi the aircraft into a position clear of the active runway. so that the landing
light is visible to the tower. The landing light should remain on until appropriate signals are received from the
tower.
During daylight hours, acknowledge tower transmissions or light signals by moving the ailerons or rudder. At
night, acknowledge by blinking the landing or navigation lights. If a radio malfunction occurs after departing the
parking area, watch the tower for light signals or monitor tower frequency.
The following table summarizes light gun signals.
Light Gun Signals

Type Color Meaning-On Ground Meaning-In Flight
Steady Green Cleared for Takeoff Cleared to Land
Steady Red Stop Give Way/Circle
Flashing Green Cleared to Taxi Return for Landing
Flashing Red Taxi Clear of Landing Area Airport Unsafe-Do Not Land
Flashing White Return to Starting Point Not Applicable
Alternating Red/Green Use Extreme Caution Use Extreme Caution
ATC Radio Outages
ARTCCs normally have at least one back up radio receiver and transmitter system for each frequency which can
usually be placed into service quickly with little or no disruption of ATC service. Occasionally, technical problems
may cause a delay but switchover seldom takes more than 60 seconds. When it appears that the outage will not
be quickly remedied, the ARTCC will usually request a nearby aircraft, if there is one, to switch to the affected
frequency to broadcast communications instructions. It is important, therefore. that the pilot wait at least one
minute before deciding that the ARTCC has actually experienced a radio frequency failure. When such an outage
does occur. the pilot should, if workload and equipment capability permit, maintain a listening watch on the
affected frequency while attempting to comply with the following recommended communications procedures.
If two-way communications cannot be established with the ARTCC after changing frequencies, a pilot
should attempt to recontact the transferring controller for the assignment of an alternative frequency or
other instructions.
When an ARTCC radio frequency failure occurs after two-way communications have been established,
the pilot should attempt to reestablish contact with the center on any other known ARTCC frequency,
preferably that of the next responsible sector when practicable, and ask for instructions. When the next
normal frequency change along the route is known to involve another ATC facility, the pilot should contact
that facility, if feasible, for instructions. If communications cannot be reestablished by either method, the
pilot is expected to request communications instructions from the FSS appropriate to the route of flight.
Emergency Locator Transmitter (ELT)
General
Emergency Locator Transmitters (ELTs) are required for most general aviation airplanes (14 CFR 91.52). ELTs of
various types have been developed as a means of locating downed aircraft. These electronic, battery-operated
transmitters emit a distinctive downward sweep audio tone on 121.5 MHz and 243.0 MHz. If "armed" and
subjected to crash forces, they are designed to automatically activate and continuously emit these signals. The
transmitters will operate continuously for at least 48 hours over a wide temperature range. A properly installed
and maintained ELT can expedite search and rescue operations and save lives.
Testing
ELTs should be tested in accordance with the manufacturer's instructions, preferably in a shielded or screened
room to prevent the broadcast of signals which could trigger a false alert. When this kind of testing cannot be
done, aircraft operational testing is authorized on 121.5 MHz and 243.0 MHz as follows.
Tests should be conducted only during the first five minutes after any hour. If operational tests must be
made outside of this timeframe, they should be coordinated with the nearest FAA Control Tower or FSS.
Tests should be no longer than three audible sweeps.
If the antenna is removable, a dummy load should be substituted during test procedures.
Airborne tests of the ELT are not authorized.
False Alarms
Use caution should to prevent the inadvertent activation of your ELT in the air or while it is handled on the
ground. Accidental or unauthorized activation will generate an emergency signal that cannot be distinguished
from the real thing, which could lead to expensive and frustrating searches. A false ELT signal could also
interfere with genuine emergency transmissions and hinder or prevent the timely location of crash sites. Frequent
false alarms could also result in complacency and decrease the vigorous reaction that must be attached to all
ELT signals.
Numerous cases of inadvertent activation have occurred as a result of aerobatics, hard landings, movement by
ground crews, and aircraft maintenance. These false alarms can be minimized by monitoring 121.5 MHz and/or
243.0 MHz as follows.
Prior to engine shut down at the end of each flight.

When the ELT is handled during installation or maintenance.
When maintenance is being performed in the vicinity of the ELT.
When the aircraft is moved by a ground crew.
If you hear an ELT signal, turn off the ELT to determine if it is transmitting. If it has been activated, maintenance
might be required before the unit is returned to the "ARMED" position.
Inflight Monitoring
While you are flying, you might want to use your second radio (if installed) to monitor 121.5 MHz and/or 243.0
MHz to assist in identifying possible emergency ELT transmissions. If you hear an ELT signal, report the following
information to the nearest air traffic facility.
Your position at the time the signal was first heard.

Your position at the time the signal was last heard.
Your position at maximum signal strength.
Your flight altitudes and frequency on which the emergency signal was heard - 121.5 MHz or 243.0 MHz.
If possible, give these positions relative to a navigation aid. If the aircraft has homing equipment, provide the
bearing to the emergency signal with each reported position.
Search and Rescue Satellite (SARSAT)
Search and rescue is a lifesaving service provided through the combined efforts of the federal agencies signatory
to the national search and rescue plan, and the agencies responsible for search and rescue in each state.
Operational resources are provided by the US Coast Guard, Department of Defense components, the Civil Air
Patrol, the Coast Guard Auxiliary, state, county, and local law enforcement and other public safety agencies.
The introduction of the SARSAT system enhances the effectiveness of search and rescue. SARSAT also
amplifies the importance of ensuring that your ELT remains silent, except for authorized testing or in an actual
emergency. Search and rescue missions launched because of a false ELT signal are costly and unnecessary.
Search and rescue services include search for missing aircraft, survival aid, rescue, and emergency medical help
for the occupants after an accident site is located.
Radio Communication References
Phonetic Alphabet
The International Civil Aviation Organization (ICAO) phonetic alphabet is used in aviation communications to
ensure clear understanding of critical information, such as call signs. Use the phonetic alphabet when identifying
your aircraft during initial contact with air traffic control facilities. Additionally, use the phonetic equivalents for
single letters and to spell out groups of letters or difficult sounds during adverse communications conditions.
Phonetic Alphabet
Letter Morse Telephony Pronunciation
A o- Alfa AL-FAH
B -ooo Bravo BRAH-VOH
C -o-o CHAR-LEE SHAR-LEE
D -oo Delta DELL-TAH
E o Echo ECK-OH
F oo-o Foxtrot FOKS-TROT
G --o Golf GOLF
H oooo Hotel HOH-TEL
I oo India IN-DEE-AH
J o--- Juliett JEW-LEE-ETT
K -o- Kilo KEY-LOH
L o-oo Lima LEE-MAH
M -- Mike MIKE
N -o November NO-VEM-BER
O --- Oscar OSS-CAH
P o--o Papa PAH-PAH
Q --o- Quebec KEH-BECK
R o-o Romeo ROW-ME-OH
S ooo Sierra SEE-AIR-RAH
T - Tango TANG-GO
U oo- Uniform YOU-NEE-FORM
V ooo- Victor VIK-TAH
W o-- Whiskey WISS-KEY
X -oo- Xray ECKS-RAY
Y -o-- Yankee YANG-KEY
Z --oo Zulu ZOO-LOO
1 o---- One WUN
2 oo--- Two TOO
3 ooo-- Three TREE
4 oooo- Four FOW-ER
5 ooooo Five FIFE
6 -oooo Six SIX
7 --ooo Seven SEV-EN
8 ---oo Eight AIT
9 ----o Nine NIN-ER
0 ----- Zero ZEE-RO
Figures (Numbers)
Aviation communications for figures, or numbers, uses hundreds and thousands in round numbers for ceiling
heights. Upper wind levels up to 9900 are expressed as follows.
500 - "five hundred"

4500 - "four thousand five hundred"
10,000 - "one zero thousand"
13,500 - "one three thousand five hundred"
V12 - "Victor twelve"
J533 - "J five thirty-three"
10 - "one zero"
122.1 - "one two two point one"
Note: ICAO procedures require the decimal point be spoken as "decimal," and the FAA will honor such usage by
military aircraft and all other aircraft required to use ICAO Procedures.
Altitudes and Flight Levels
Up to but not including 18,000 feet MSL, state the separate digits of the thousands, plus the hundreds, if
appropriate. For example:
12,000 - "one two thousand"

12,500 - "one two thousand five hundred"
At and above 18,000 feet MSL (FL 180) say the words, "flight level" followed by the separate digits of the flight
level. For example:
190 - " flight level one niner zero"
Directions
The three digits of bearing, course, heading or wind direction should always be magnetic. The word "true" must
be added when it applies. For example:
(magnetic course) 005 - "zero zero five"

(true course) 050 - "zero five zero true"
(magnetic bearing) 360 - "three six zero"
(magnetic heading) 100 - "one zero zero"
(wind direction) 220 - "two two zero"
Speeds
The separate digits of the speed followed by the word "KNOTS." Controllers may omit the word "KNOTS" when
using speed adjustment procedures, e.g., " reduce/increase speed to two five zero" For example:
(speed) 250 - "two five zero knots"

(speed) 190 - "one niner zero knots"
(mach number) 1.5 - "mach one point five"
(mach number).64 - "mach point six four"
Time
Aviation uses Greenwich Mean Time (GMT), now called Universal Coordinated Time (UTC) or "Zulu," (Z) for all
operations. To convert from Standard Time to Zulu:
--Eastern Standard Time - Add 5 hours
--Central Standard Time - Add 6 hours
--Mountain Standard Time - Add 7 hours
--Pacific Standard Time - Add 8 hours
For Daylight Savings Time, subtract one hour from each of the conversion factors listed above.
Aviation also uses the 24-hour clock system in radio communications. The hour is indicated by the first two
figures and the minutes by the last two figures of the time description. For example:
0000 - zero zero zero zero

0920 - zero niner two zero
Time may be stated in minutes only (two figures) in radio communications when no misunderstanding is likely to
occur. Current time in use at a station is stated in the nearest quarter minute in order that pilots may use this
information for time checks. Fractions of a quarter minute less than eight seconds are stated as the preceding
quarter minute; fractions of a quarter minute of eight seconds or more are stated as the succeeding quarter
minute. For example:
0929:05 - time zero niner two niner
0929:10 - time zero niner two niner and one-quarter
About This Series
The purpose of this series of Federal Aviation Administration (FAA) Aviation Safety Program publications is to
provide the aviation community with safety information that is informative, handy, and easy to review. Many of the
publications in this series summarize material published in various FAA advisory circulars, handbooks, other
publications, and various audiovisual products developed by the FAA and used in its Aviation Safety Program.
Some of the ideas an materials in this series were developed by the aviation industry. The FAA acknowledges the
support of the aviation industry and its various trade and membership groups in the production of this series.
Comments regarding these publications should be directed to the National Aviation Safety Program Manager,
Federal Aviation Administration, Flight Standards Service.
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FAA Radio Communications Phraseology

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Learning Center Library Contents - FAA - FAASTeam - FAASafety.

gov 31/01/22, 10:06 PM

Learning Center Library Contents

Radio Technique - Overview

Contact Procedures - Overview

Putting it all together:

Radio Communications Format

Initial Contact When Transmitting and Receiving Frequencies Differ

If an emergency exists or you need assistance, say so immediately!

Subsequent Contacts and Responses to Callup from a Ground Facility

Wilco,,which means "I will comply."

Affirmative, which means "Yes"

Working with ATC

ATC Frequency Change Procedures

To make an IFR position report, use the following phraseology:

Aircraft Call Signs

Ground Station Call Signs

Ground Station Call Signs

Student Pilot Radio Identification

"Dayton Tower, Fleetwing 1234, Student Pilot."

Air Ambulance Flights

Radio Malfunction Procedures

Aircraft Radio Malfunctions

Light Gun Signals

The following table summarizes light gun signals.

Light Gun Signals

ATC Radio Outages

Emergency Locator Transmitter (ELT)

Prior to engine shut down at the end of each flight.

Your position at the time the signal was first heard.

Search and Rescue Satellite (SARSAT)

Radio Communication References

500 - "five hundred"

Altitudes and Flight Levels

12,000 - "one two thousand"

190 - " flight level one niner zero"

(magnetic course) 005 - "zero zero five"

(speed) 250 - "two five zero knots"

--Eastern Standard Time - Add 5 hours

--Central Standard Time - Add 6 hours

--Mountain Standard Time - Add 7 hours

--Pacific Standard Time - Add 8 hours

0000 - zero zero zero zero

0929:05 - time zero niner two niner

0929:10 - time zero niner two niner and one-quarter

About This Series

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