General principles
In aviation radio communication, the use of Standard speech groups (SERA.14001). These speech groups ensure precise and understandable communication, which should be used in all situations for which such groups have been defined.
If standard speech groups are not sufficient to enable the intended transmission, you can switch to normal expression can be used. This flexibility ensures that important information can always be communicated clearly, even if unforeseen circumstances arise.
If a general call is made to "ALL RADIO STATIONS" is sent, this is addressed to all stations, but no direct response is expected. Only if individual stations are explicitly addressed after the general call do they have to confirm receipt.
Time information in radio traffic
The time used in aeronautical radio is given in the Coordinated Universal Time (UTC)as this is internationally standardised and independent of local time zones. Time is always given in Hours and minutesand, if required, also in Seconds. This ensures clarity and precision in communication, especially for time-critical tasks such as the coordination of arrivals and departures.
Message types and priorities in aeronautical radio
Various Message types have a different priority in radio traffic (SERA.14005). Pilots must adhere to this sequence to ensure that critical messages are prioritised:
- Emergency messages (MAYDAY) have the highest priority. These are messages in life-threatening situations, such as an engine failure or serious technical problems.
- Emergency notifications (PAN PAN) come in second place. They concern situations that are urgent but do not pose an immediate threat to life and aircraft. These include medical emergencies or technical problems that do not immediately require an emergency landing.
- Direction finding radio messages are used in situations where a pilot has lost his orientation and needs assistance in determining his position.
- Flight safety messages refer to information that is important for the safe progress of a flight, such as the clearance for take-off and landing procedures or the issuing of altitude clearances.
- Weather reports and flight operations reports have lower priority, but are important for planning and executing a safe flight.
Language used in aeronautical radio (SERA.14015)
In Germany, aeronautical radio is permitted in English or in the language of the respective country, in this case German. However, this depends on the ground radio station. The languages that can be used are defined in the Aeronautical Information Publication (AIP) Germany, which is an important source of information for pilots. We have linked the AIPs of various countries in the Pilot Hub.
It is important to note that communication in international airspace is almost exclusively in English, which is why private pilots need a sound knowledge of English to be able to navigate safely in international airspace.
Spelling in radiotelephony (SERA.14020)
To avoid misunderstandings when transmitting callsigns, codes and proper names, the international spelling alphabet is used in aeronautical radio. This ensures unambiguous and clear communication, especially in the case of poor radio connections or when transmitting complicated names and abbreviations. The spelling alphabet is structured as follows:
- A - Alfa
- B - Bravo
- C - Charlie
- D - Delta
- E - Echo
- F - Foxtrot
- G - Golf
- H - Hotel
- I - India
- J - Juliett
- K - Kilo
- L - Lima
- M - Mike
- N - November
- O - Oscar
- P - Dad
- Q - Quebec
- R - Romeo
- S - Sierra
- T - Tango
- U - Uniform
- V - Victor
- W - Whiskey
- X - X-ray
- Y - Yankee
- Z - Zulu
This alphabet is used worldwide and is an indispensable aid to avoid misunderstandings in radiotelephony.
Use of significant points in radio traffic (SERA.14026)
In aeronautical radio communication significant points referred to. These are either geographical locations or waypoints that are determined using radio navigation aids. These waypoints can be specified in two ways:
- Normal language nameSignificant points that are connected to a radio navigation aid (e.g. a VOR or NDB) are described by their name, e.g. "Hamburg VOR".
- Coded identifiers: If the waypoints are without radio navigation aid, the unique five-letter "Name code" is used, which is transmitted in radio traffic according to the spelling alphabet if necessary. An example of this is "KEMAR". This waypoint is pronounced as a whole word, but in case of doubt it is spelt as "Kilo Echo Mike Alfa Romeo".
Identifiers for standard instrument departure and approach routes (SERA.14030)
In radiotelephony, it is crucial to normal language identifiers for standard instrument departure routes (SID) and standard instrument approach routes (STAR). These routes are of great importance for instrument flight and are standardised internationally.
An example of an approach route could be "TANGO ONE EIGHT", which must be communicated clearly and precisely in radio traffic.
Transmitting numbers in radiotelephony (SERA.14035)
Figures must always be communicated in a specific way:
- Callsign: Become an aircraft call sign Digit by digit pronounced. For example, the callsign "OAL 242" is transmitted in radio traffic as "OLYMPIC TWO FOUR TWO" (English) or "OLYMPIC ZWEI VIER ZWEI" (German).
- Tax coursesWhen transmitting headings, each digit is also named individually. For example, a heading of 100 degrees is transmitted as "HEADING ONE ZERO ZERO" or "STEUERKURS EINS NULL NULL".
- Piste informationPiste "27" is indicated as "RUNWAY TWO SEVEN" or "PISTE ZWEI SIEBEN".
- Wind direction and speedThe wind is indicated in degrees and knots. For example, a wind direction of 200 degrees and a speed of 70 knots is transmitted as "WIND TWO ZERO ZERO DEGREES SEVEN ZERO KNOTS" or "WIND TWO ZERO ZERO DEGREES SEVEN ZERO KNOTS".
- Flight levelsFlight levels consist of whole hundreds of feet. Flight level 180 is transmitted as "FLIGHT LEVEL ONE EIGHT ZERO" or "FLIGHT LEVEL ONE EIGHT ZERO". Flight levels consisting of whole hundreds are supplemented with the word "HUNDRED"/"HUNDERT".
- Transponder codesTransponder codes are also transmitted digit by digit, e.g. "2400" as "SQUAWK TWO FOUR ZERO ZERO" or "SQUAWK TWO FOUR NULL NULL". Codes comprising whole thousands are supplemented with the word "TAUSEND"/"THOUSAND", e.g. "SQUAWK TWO THOUSAND".
Pronunciation of numbers in radio communication (SERA.14040)
In aeronautical radio, numbers are often pronounced differently than in everyday speech in order to increase comprehensibility in poor radio connections. Here is a list of the correct pronunciation of numbers in aeronautical radio:
- 0 - "Zero" (SI-RO)
- 1 - "One" (WOAN)
- 2 - "Two" (TWO)
- 3 - "Three" (TRI)
- 4 - "Four" (FOHR)
- 5 - "Five" (FIFE)
- 6 - "Six" (SIX)
- 7 - "Seven" (SEVEN)
- 8 - "Eight" (AIT)
- 9 - "Nine" (NINER)
- 10 - "Ten" (TEN)
- 100 - "Hundred" (HUNDRED)
- 1.000 - "A thousand" (THOUSAND)
The pronunciation of these numbers has been standardised internationally to avoid misunderstandings, especially if the radio quality is poor or if pilots from different language regions are communicating.
Procedures to be applied
Clear and precise transmissions are crucial in radiotelephony. To this end, various procedures have been defined to ensure that misunderstandings are avoided.
Brevity and colloquial language
The transmissions should always short and precise to optimise radio traffic. An overcrowded radio channel can lead to communication problems in emergencies or during regular operation. The tone of voice in radio traffic should be Colloquial language i.e. no unnecessarily formal or colloquially modified expressions should be used.
Standardised phrases
In aeronautical radio, fixed phrases are used that have a clear meaning. Here are some of the most important phrases:
| Phrase (English/German) | Meaning |
| APPROVED/ AUTHORISED | "Authorisation granted for the proposed procedure |
| BREAK/ SEPARATION | 'I hereby indicate the separation between parts of the message' |
| BREAK BREAK/ SEPARATION SEPARATION | 'I hereby indicate the separation between messages transmitted to different aircraft in a highly congested traffic situation' |
| CANCEL/ CANCELLED | 'The previously transmitted release is cancelled' |
| CHECK/ CHECK | 'Check a system or procedure' |
| CLEARED/ FREE | "Authorisation to proceed under specified conditions |
| CONFIRM/ CONFIRM THEM | 'I request confirmation of the (release, instruction, action, information)' |
| CONTACT/ CALL | 'Establish a radio connection with ... ' |
| CORRECT/ CORRECT | True' or 'Correct' |
| CORRECTION/ CORRECTION | 'A mistake has been made in the transmission, it should read correctly ... ' |
| DISREGARD/ IGNORE THEM | (self-explanatory) |
| HOW DO YOU READ/ HOW DO YOU UNDERSTAND ME | 'How is the comprehensibility of my programme' |
| SAY AGAIN/ I REPEAT | 'I repeat for clarification or emphasis' |
| MAINTAIN/ STAY... WITH or STAY | 'Proceed in accordance with the specified conditions' or in the literal sense |
| MONITOR/ MONITOR | 'Listen to (frequency)' |
| NEGATIVE/ NEGATIVE | 'No' or 'Permission not granted' or 'That's not right' or 'Not in the country' |
| OVER/ COME | 'My transmission is complete and I await your reply' |
| OUT/ END | 'The transmission of the message is complete. I do not expect a reply' |
| READ BACK/ REPEAT VERBATIM | 'Repeat all or the designated part of this message verbatim' |
| RECLEARED/ RELEASE CHANGE | 'There has been a change to your last release, this new release replaces the previous release or parts of it' |
| REPORT/ REPORT | 'Give me the following information' |
| REQUEST/ REQUEST | 'I would like to know' or 'I request' |
| ROGER/ UNDERSTOOD | I have received your last message in full |
| SAY AGAIN/ REPEAT | 'Repeat all or the following part of your message' |
| SPEAK SLOWER/ SPEAK MORE SLOWLY | 'Reduce your speaking speed' |
| STANDBY/ STANDBY | 'Wait and I will call you' |
| UNABLE/ NOT POSSIBLE | 'I cannot comply with your request, instruction or authorisation' |
| WILCO/ WILCO | (Abbreviation for 'will comply') 'I understand your message and will act accordingly' |
| WORDS TWICE/ WORDS TWICE | As a request: 'Communication is difficult. Please send each word, or group of words, twice' As information: 'As communication is difficult, each word or group of words in this message will be sent twice' |
These phrases are internationally standardised to ensure that there are no misunderstandings in any country.
Limitation of the term "take-off"
The term "Take-Off" may only be used when an aircraft has a Start release received or if these Launch clearance cancelled is used. To avoid confusion, it is forbidden to use the term "take-off" in other contexts.
Aircraft call signs in radiotelephony (SERA.14050)
Each aircraft has a unique Callsignwhich is used for identification in radio communication. The Complete callsign can be divided into three main types:
- Type a)The registration mark of the aircraft, e.g. "DEABC".
- Type b)The name of the aircraft operator followed by the last four characters of the registration mark, e.g. "VARIG PVMA".
- Type c)The name of the aircraft operator followed by the flight number, e.g. "SCANDINAVIAN 937".
In certain situations, for example in busy radio traffic, the callsigns abbreviated become. Here are a few examples:
- Type a)The callsign "N57826" can be abbreviated as "N26" or "N826".
- Type b)The callsign "VARIG PVM" can be abbreviated as "VARIG MA" or "VARIG VMA".
An important detail is that the abbreviated callsign may only be used in situations in which they have already been named in full and are clearly recognisable. A callsign from the Type c) (such as "SCANDINAVIAN 937") is generally not abbreviated.
Radiotelephony procedure for changing the aeronautical radio channel (SERA.14065)
Certain standard procedures must be followed when changing the aeronautical radio channel. It is essential that the initial call to a new air traffic control (ATC) centre is clear and complete to ensure clear communication.
Elements of the initial call
When a pilot contacts an air traffic service centre for the first time after changing the radio channel, the initial call should contain the following elements:
- Name of the called air traffic service centre: The name of the ATC facility must be stated first, e.g. "Munich Radar" or "Frankfurt Tower".
- Callsign of the aircraft: This is the aircraft's registration number, e.g. "D-EBED". If the aircraft has been categorised as "Heavy" or "Super" (with regard to wake vortices), this suffix (e.g. "D-EBED Heavy") must be used. These classifications primarily concern large commercial aircraft that can generate significant wake vortices.
- Flying altitude and flying through altitudes: The current flight altitude and authorised flight altitudes must be clearly communicated, especially if the specified flight altitude has not yet been reached or changes are pending.
- Speed (if assigned): If the air traffic controller has assigned a specific speed, this must also be stated.
- Additional elements: Sometimes the air traffic control organisation requires further information, such as the next waypoint to be reported.
It is crucial that this information is communicated accurately and clearly. A common problem in radio communication is misunderstandings due to inaccurate or incomplete messages. It is therefore advisable to mentally prepare the message before transmitting it by radio.
Height indication
Pilots must always state the altitude according to the altimeter reading. For example, if 30 or 100 feet have been exceeded, the nearest full altitude must be stated (e.g. "5000 feet" instead of "4950 feet").
First call to the aerodrome control centre
For aircraft located within the area of responsibility of an aerodrome control centre (tower), slightly different rules apply for the initial call:
- Designation of the air traffic service centre: The first entry must contain the name of the ATC centre, e.g. "Hamburg Tower".
- Callsign of the aircraft: The aircraft's registration number is also required here, including the "Heavy" or "Super" category, if applicable.
- Location: The location of the aircraft should also be indicated, for example "5 miles north of the aerodrome".
- Additional elements: Depending on the requirements of the air traffic control organisation, further information, such as the runway being approached, may be required. For example, a pilot could say: "D-EBED, 5 miles north, approaching runway 27".
Test procedure (SERA.14070)
The performance of a radio test is also clearly regulated in aviation. Radio tests are used to check the connection quality and are particularly necessary for new or unstable connections.
Carrying out a radio test
A radio test must be transmitted in a standardised form:
- Identifier of the called radio station: Name of the ATC centre that is being addressed.
- Identifier of the calling radio station: Callsign of the aircraft.
- The words "RADIO CHECK": This indicates that it is a test.
- Frequency used: Indication of the current frequency being tested.
Example of a radio test transmission: "Munich Tower, D-EBED, radio check on 118.1."
Response to a radio test
The response to a radio test is also standardised:
- Identifier of the calling radio station: Name of the aircraft carrying out the test.
- Identifier of the responding radio station: The name of the ATC centre that responds.
- Information on comprehensibility: The answer must rate comprehensibility using the following scale:
- 1: Unreadable
- 2: At times understandable ("Readable now and then")
- 3: Difficult to understand ("Readable but with difficulty")
- 4: Understandable ("Readable")
- 5: Very easy to understand ("Perfectly readable")
Example of an answer: "D-EBED, Munich Tower, Readable 5."
Exchange of messages (SERA.14075)
The exchange of radio messages requires precision and efficiency. All messages should be formulated as briefly and clearly as possible to avoid misunderstandings.
Confirmation of receipt
- Confirmation by the aircraft: After receiving a message from air traffic control, the pilot must confirm it with his own call sign.
- Confirmation by air traffic control: Air traffic control must also state the aircraft's call sign to confirm receipt of a message.
Corrections and repetitions
If an error occurs in the transmission, clear corrections are required. The phrase "correction" is used to correct an incorrect message. The correct part of the message is repeated, followed by the correct message.
If there is any uncertainty or doubt about the correctness of a message, the receiving centre requests a repeat. If only parts of the message need to be repeated, this is indicated by "Repeat everything before..." or "Repeat everything after...".
Listening readiness and duty times (SERA.14080)
Aircraft must maintain a listening watch during the flight, as specified in the regulations of the competent authority. This listening watch may only be terminated in exceptional circumstances, such as for safety reasons, and only after prior notification of the competent air traffic services unit.
On-call duty and emergency call frequencies
Flights travelling over long stretches of water or specified areas where an automatic emergency locator transmitter (ELT) is required must maintain a constant listening watch on the VHF emergency frequency 121.5 MHz. This does not apply if aeronautical radio traffic is conducted on other VHF channels or if the cockpit load prevents simultaneous listening on two frequencies.
Ground radio stations
Ground radio stations are obliged to maintain a listening watch on the VHF emergency frequency 121.5 MHz during their working hours if this frequency is installed in their system. In cases where there are several radio stations at one location, it is sufficient for one of the radio stations to be on standby on this frequency.
Suspension of radio traffic
If an aircraft or air traffic service unit has to suspend operations, this should be communicated to the radio units concerned if possible, as well as the time of resumption. If operations are suspended for longer than expected, a new time must be specified.
Use of dummy consignments (SERA.14085)
If an aircraft is unable to establish contact on the specified radio channels, so-called blind transmissions are required.
Procedure in the event of faulty radio contact
If it is not possible to establish contact with the competent air traffic services unit or other aircraft, the aircraft must transmit its message twice on the designated channel, starting with the phrase "transmitting blind". Where applicable, the message must identify the radio station for which the transmission is intended.
Failure of the radio receiver
If the aircraft's radio receiver fails, the messages must be sent at specified times or at specific positions. These must begin with "Blind transmission due to receiver failure" and include:
- The complete transmission and repetition of the message.
- The time of the next intended notification.
- Information on the pilot's intention to continue the flight.
Special radiotelephony procedures (SERA.14090)
There are specific procedures for radio communication that are applicable to certain situations and flight phases.
Movement of ground vehicles
For the movement of ground vehicles on the tarmac, the speech groups correspond to those for aircraft. However, the term "Proceed" (for ground vehicles) is used instead of "Taxi" (for aircraft).
Air traffic advisory service
As part of the air traffic advisory service, air traffic control does not issue clearances, but only recommendations. The phrase "advice" or "recommend" is used here.
Whirl drag category HEAVY and SUPER
Aircraft that fall into the "HEAVY" or "SUPER" wake turbulence categories must add this designation to their call sign on first contact with air traffic control.
Procedure for weather deviations
If a pilot has to deviate from the planned route due to the weather, he should inform air traffic control quickly and clearly. To do this, he uses the phrase "Deviation due to weather" or "Weather Deviation Required". If the situation is urgent, the emergency call "Pan Pan" (sent three times) can be used.
Radiotelephony procedures for emergency and urgent traffic (SERA.14095 and SERA.10005)
General information on emergency and urgent situations
Emergency and urgency messages have the highest priority in radiotelephony. They relate to situations in which either immediate assistance is required (emergency situation) or a situation exists that jeopardises safety but does not require immediate assistance (urgent situation). The radio signals "Mayday" (for emergency situations) and "Pan Pan" (for urgent situations) are used at the beginning of such messages.
Emergency radio traffic
Aircraft in an emergency situation must send out the distress call "Mayday" (repeated three times) and give as many details as possible, e.g:
- Name of the air traffic control centre
- Callsign of the aircraft
- Type of emergency
- Intention of the pilot
- Position, altitude and course
The receiving air traffic service centre confirms the emergency call and controls the emergency traffic until it has ended. Other radio stations must keep the frequency clear and may only transmit if they are providing assistance or have been released from emergency traffic.
Radiotelephone emergency traffic
Pan Pan" (repeated three times) is used for emergency messages. These messages follow a similar scheme to emergency messages and contain information such as
- Name of the air traffic control centre
- Callsign of the aircraft
- Type of urgency
- Intentions of the pilot
- Position, altitude and course
Emergency frequencies and their use
The VHF emergency frequency 121.5 MHz is used for communication in emergencies and is available for various scenarios, such as
- Communication between aircraft in distress and ground centres
- Communication in the event of failure of the regular radio channels
- Use by emergency transmitter (ELT)
- Communication between aircraft and rescue services during search and rescue missions
This frequency ensures that clear and direct communication is guaranteed even in unusual situations.
Minimum fuel quantity and fuel emergency (SERA.11012)
Reporting the minimum fuel quantity
If a pilot reports that the minimum fuel quantity has been reached, the pilot in command must inform the pilot as soon as possible of any expected delays or inform the pilot that no delays are to be expected.
Declaration of a fuel emergency
If the remaining fuel quantity requires an emergency situation, the pilot must announce this with the radio distress signal "MAYDAY", ideally repeated three times, followed by the words "FUEL" or "FUEL" to emphasise the nature of the emergency.
Instrument flight rules (IFR) - Rules of radiotelephony procedures for flights under instrument flight rules (SERA.5015)
The transition from a flight under instrument flight rules (IFR) to a flight under visual flight rules (VFR) may only take place if the pilot has given an explicit message via radio communication containing the voice group "I AM CANCELLING MY IFR FLIGHT" or "CANCELLING MY IFR FLIGHT". This message must be received and acknowledged by the appropriate air traffic services unit. It is prohibited for ATC to directly or indirectly instruct the transition from IFR to VFR.
Air traffic control clearances (SERA.8015)
Content of the releases
Air traffic control clearances must contain certain information, including
- The registration number of the aircraft according to the flight plan.
- The release limit.
- The routing, if necessary.
- The flight altitude(s) and changes to the altitude if necessary.
- Further instructions or information on approach or departure procedures, communication or release time.
Repetition of releases
Pilots must repeat safety-relevant parts of air traffic clearances and instructions, in particular:
- Route approvals
- Taxi and landing clearances, take-off and stopping instructions
- Operating slopes, altimeter settings, SSR codes, new frequencies
Approvals must be repeated or confirmed in a way that makes it clear that they have been understood.
Changes to approvals
Changes to routes or heights must be clearly stated in the release. If the change is not possible, the word "UNABLE" is used.
Conditional releases
Conditional clearances, such as "BEHIND LANDING AIRCRAFT", may only be issued if both the pilot and the air traffic controller can see the aircraft or ground vehicle concerned. The order of clearance is:
- Callsign
- Condition
- Release
- Repetition of the condition
Communication (SERA.8035)
Aircraft conducting a controlled flight must maintain a permanent listening capability on the appropriate radio channel and, if necessary, establish a two-way radio link with the appropriate air traffic services unit.
ACAS recommendation for avoidance (RA) (SERA.11014)
If a pilot reports an ACAS (Airborne Collision Avoidance System) avoidance recommendation, the air traffic controller must not attempt to change the aircraft's flight path until the pilot reports "CLEAR OF CONFLICT".
Types of aircraft observations (SERA.12001)
The following aircraft observations must be reported in all phases of flight:
- Special aircraft observations (e.g. turbulence, icing)
- Other non-routine aircraft observations
Special aircraft observations (SERA.12005)
Specific observations that must be reported include:
- Moderate or severe turbulence or
- Moderate or severe icing or
- Heavy lee wave or
- Thunderstorms without hail that are concealed, enclosed, widespread or occur in squall lines, or
- Thunderstorms with hail that are concealed, enclosed, widespread or occur in squall lines, or
- Heavy dust storm or heavy sandstorm or
- Volcanic ash cloud or
- Volcanic activity prior to an eruption or a volcanic eruption or
- the braking effect of the piste is not as good as reported.
Other non-routine aircraft observations (SERA.12010)
If the pilot observes other weather conditions not mentioned above which could affect the safety or operation of other aircraft, he must report this to the responsible air traffic service unit as soon as possible.
Reporting of aircraft observations in radiotelephony (SERA.12015)
Aircraft observations shall be reported during the flight or as soon as possible thereafter and shall comply with the technical specifications laid down in Implementing Regulation (EU) No 923/2012.
Exchange of flight messages (SERA.12020)
Air traffic services units must send special and non-routine flight reports as quickly as possible:
- Other affected aircraft
- The aviation weather monitoring centre
- Other air traffic services centres concerned
transmit.
Flight alarm service (SERA.10001)
Air traffic control centres have a flight alert service for:
- All aircraft receiving air traffic control services
- All other aircraft that have submitted a flight plan
- Aircraft suspected of being subject to unlawful interference
Identification of air traffic services units (ATS.TR.115)
Air traffic service units must have a unique identifier, which usually contains the name of a nearby city, geographical feature or area. Depending on the type of air traffic service unit, the identifier is supplemented by specific terms such as "TOWER" (for aerodrome control centres) or "RADAR" (for surveillance services).
In total there are the following:
(1) District control centre - CONTROL - KONTROLLE
(2) Approach control centre - APPROACH - APPROACH CONTROL
(3) Approach control radar arrival -ARRIVAL - APPROACH
(4) Approach control radar departure - DEPARTURE - FLIGHT
(5) Air traffic control unit (general) in the provision of ATS services.
Surveillance services - RADAR - RADAR
(6) Aerodrome control centre - TOWER - TOWER
(7) Control of movements on the ground - GROUND - ROLL CONTROL
(8) Transmission of releases - DELIVERY - INITIAL CONTROL
(9) Flight Information Centre - INFORMATION - INFORMATION
(10) AFIS centre - INFORMATION - INFORMATION
In addition:
(1) Feeder - DIRECTOR - DIRECTOR
(2) Training of pilots - START or SCHOOL
(3) Aerodromes without air traffic service by the air traffic controller on
uncontrolled aerodromes without AFIS provider - RADIO
(4) Movement control on the apron-APRON- VORFELD
(5) Gliding operations - SEGELFLUG
(6) Glider escort and retrieval operations - ROCKHOLER
(7) Free balloon escort and retrieval operations - TRACKER
(8) Competitive events - COMPETITION
(9) Fire brigade operations management - RESCUE
(10) Aircraft in direct communication with the operations centre
Fire brigade - COCKPIT
(11) Transmission of flight operation reports of an airline -DISPATCH
(12) TRA monitoring with radar - MONITOR
Summary and practical tips for radiotelephony
Before embarking on a flight, private pilots should ensure that they are familiar with the radio procedures of the aerodromes they intend to fly to. Each country and even some aerodromes have specific procedures which are listed in the AIP or aerodrome manual.
One of the most important skills in radiotelephony is the active listening. Pilots should always pay attention to radio communications to ensure that they receive the relevant instructions and information and can act accordingly.
Radio discipline means that pilots only transmit the information that is necessary. Short, precise messages help to keep radio traffic flowing. Unnecessary information or uncertainties in radio communications should be avoided.
In emergencies, the correct use of the emergency and urgency messages (MAYDAY and PAN PAN) is crucial. Pilots must remain calm in such situations and follow the established procedures to get help as quickly as possible.