ATC Communication Part 2

--THIS IS PART 2 OF RADIO COMMUNICATION--

Radio communications may seem complicated at first, but you'll get used to them. Most things a controller will say are standard and will become familiar to you. The order of most of your initial communications is standard, too. Think of these five items: YOU ME WHERE WHAT WITH

1. YOU: Whom you're talking to
2. ME: Who you are
3. WHERE: Where you are
4. WHAT: What you want
5. WITH: Airport information (ATIS)

In other words:

	ITEM	MEANS	EXAMPLE 1	EXAMPLE 2
YOU	1. Whom you're talking to	Control	Van Nuys Ground	Burbank Tower
ME	2. Who you are	Aircraft ID	Katana 505EC*	Cessna 92747*
WHERE	3. Where you are	Position	On the West Ramp	Eight miles southwest
WHAT	4. What you want	Request	Ready for taxi	Inbound for landing
[WITH]	5. Are you informed	ATIS	With X-Ray	We have Bravo

(*Note: don't say, "This is Katana 505EC." That's implied. You can always tell an amateur because they say, "This is…")

ATIS needs only be mentioned on first contact with a new control facility.

You won't need to say all five of these every time you talk. For a typical flight out of controlled airspace, here is the order in which you'll talk on the radio, and the items to be included:

1. CLEARANCE 1, 2, 3, 4, 5
2. GROUND 1, 2, 3, 4
3. TOWER 1, 2, 3, (4)
4. DEPARTURE 1, 2, 3
5. CTAF
6. APPROACH (or tower) 1, 2, 3, 4, 5
7. TOWER (if handed off) 1, 2, 3
8. GROUND 1, 2, 3, 4
9. FUEL

Notice that "You and me" is in every one. In your first contact with someone, you identify yourself by aircraft make and tail number, e.g. "Arrow 173ND," or "Katana 505EC." In future communication, the tail number gets abbreviated to just the last three numbers/letters, if there is no confusion with any other similarly-tailed aircraft.

The idea is to keep communications brief. Practice in your head before you push the button. We often shorten communications down to just a few words, e.g. "5EC downwind." Over time, communications will become easy for you.

Things you might want to say:

(Note: in the following explanations, "ATC" means "air traffic control," also known as the controller; the explanations all assume that you are flying in tail number 505EC. As noted, 505EC could be abbreviated to just 5EC after the first call, if there are no similar call letters on the same frequency.)

"…"
Repeat whatever they said. If they say, "5EC cleared to land," you say, "Cleared to land, 5EC." (Note: Typically when reading back, we put the aircraft ID at the end.) It lets them know that you got your instructions, and that you'll follow them. These conversations also get put on to the tape recording, so if anything goes wrong you're safer. It's much better than…

Roger/Wilco
"Roger" means, "I understand." "Wilco" means "I will comply." These are abbreviations used sometimes when the airwaves are very busy, but as a general rule they aren't a good idea. The problem is that the ATC does not know what you think you understand or will comply with. "Roger," by the way, does not mean "Yes." That's said by:

Affirmative/Negative:
Pilot-speak for "Yes," and "No." (Short words sometimes can be cut off by the microphone, or misunderstood.) These are used only in response to a question from ATC.

Say again:
This is the proper form to ask ATC to repeat something.

Request
Use this word to ask for something, or prepare ATC for an upcoming request. Example: You're flying in Class B at an assigned altitude of 5,500 feet and there are clouds ahead "Boston approach, 505EC request." Wait. Boston approach responds: "505 EC go ahead." You answer: "505EC would like to descend to 3,500 because of clouds." Use this word also to make a request at any time, without waiting, e.g. "Hanscom tower, 505EC requests the right base to 23"; "Cessna 92747 requests you call my base."

Looking for the traffic (or just "Looking")
An acknowledgement after ATC tells you about another aircraft in your area.

Traffic in sight
ATC has given you a traffic report and you see the other aircraft.

Negative contact
ATC has given you a traffic report, and after a reasonable search you still don't see the other aircraft.

Student pilot:
You will be amazed at how much help, cooperation, and forgiveness you can get, and often how much nicer ATC becomes, when you tell them you're a student pilot. If you're having trouble understanding what they're saying or what they want, this is a good phrase to start with. There is no shame in telling them this. Example: "Hanscom tower, 505EC student pilot requests say again?"

General tip: Keep it short; don't be chatty.

Things an air traffic controller might say:

Cleared to/for
Cleared for the option
Continue
Go Ahead
Report downwind/base
State (your) intentions
Maintain [1500] until...
Climb to...
Descend to...
Fly heading…
Make [left] closes
You're number [three] following a...
Traffic at two o'clock [high/low] is a...
Check wheels down
Confirm...
Hold short of...
...the ILS critical area
Position and hold
Do you want advisories?
Ident
Radar contact
Contact [tower] on [118.5]
Cleared out of class [D]
Squawk VFR
Frequency change approved
Radar service is terminated
Recycle
Taxi to…
Taxi into position and hold
Extend downwind
I'll call your base
Do a 360 and re-enter the [downwind]

WHAT THEY MEAN:

Cleared…
ATC has given you the permission and right to do something. "Cleared to land, runway 11" "Cleared for takeoff." "Cleared to enter Class B."

Cleared for the option
Said when preparing for a landing, without further clearance you may do any of these things as you wish: full stop, stop-and-go, touch-and-go, or go-around.

Continue
Keep doing what you're doing. Go straight if you were told to go straight. If you were told earlier to enter the pattern downwind on the 45, then do that.

Go ahead
Talk to ATC. Perhaps the airwaves have been very busy and you finally manage to get in, saying, "Hanscom tower, Katana 505EC." Then wait until the tower says, "505EC go ahead." It's your turn to talk, now.

Report…
ATC is telling you that when you arrive at the given position, you should radio the tower and tell them so. "Report downwind": when you're established on the downwind and are at midfield, call the tower and say, "505EC downwind." "Report base": call the tower as you start to turn base and say, "5EC turning base."

State (your) intentions
This is most often tower's polite way of saying that they don't understand what you're doing, or that you are not on the right heading, or that you are not following instructions. They want to know what you want to do, or what you think you're doing. Then they can give you appropriate guidance.

Maintain…
Stay at a given altitude. "Climb and maintain 4500" means you should climb up to 4500 MSL and stay there until they tell you otherwise. "Maintain 1500 until Cider Hill": do not descend below 1500 until you reach this landmark.

Climb to/descend to…
Go to the altitude they give you.

Fly heading…
Turn to the direction given. "Fly heading 180": go south until told otherwise.

Make [left/right] closes
This could also be phrased, "Make (left/right) close traffic." You are going to work in the traffic pattern, and make left or right turns, as instructed.

You're number [three] following a...
You are in the traffic pattern, and there will be planes landing in front of you. "You're number three following a Cessna" means that one plane is cleared to land, there's a Cessna behind that, and you should be looking for the Cessna so you can follow behind it.

Traffic at two o'clock [high], [three miles] is a [Dash 8].
The standard traffic advisory: in this example, look forward and to the right for a big twin commuter plane above you and a few miles away. This advisory will often be accompanied by information on the direction that the Dash 8 is traveling.

Check wheels down
At some airports, this is a standard thing to say whether your wheels are down or not. It would be a good time to check, though, as this is only said once you're cleared to land.

Confirm...
ATC wants you to repeat some instruction you've been given.

Hold short of...
Said when taxiing. Stop before reaching and do not cross the given runway or taxiway. Always repeat this instruction back to the controller.

Hold short of the ILS critical area
Stay behind not just the runway hold-short solid lines, but behind the ILS hold-short line (looks like a ladder with double rungs).

Position and hold
Go on to the runway and wait in position to take off.

Recycle
ATC isn't reading your transponder, so they want you to turn your transponder off, then turn it back on again.

Ident
Push the little button on the transponder. This makes your radar blip blossom on their screen, so they can find you easily and know who you are.

Radar contact
ATC is informing you that it has you on radar. You don't need to respond to this.

Contact [tower] on [118.5]
ATC is "handing you off" to another controller, telling you to change your radio frequency and talk to someone else. In this example, you would respond, "505EC going to tower," switch your radio frequency to 118.50, and report in by saying, for example, "Hanscom Tower, Katana 505EC at 2000."

Cleared out of class [D]
ATC is informing you that you are leaving its airspace and can go on your own recognizance. This phrase is often followed by…

Radar service is terminated
ATC is telling you that it will not provide separation or traffic advisories any more. This phrase is often followed by…

Squawk VFR
Change your transponder code to 1200. And this phrase is often followed by…

Frequency change approved
This call is permission to stop communications with ATC, usually because you're leaving their airspace and continuing on a visual flight.

Do you want advisories?
You can request to stay on the radio with a controller, and be advised of traffic in your vicinity, as ATC's workload allows. This is called traffic advisories, or "flight following.

Taxi to [runway 29] [via Juliet and Echo]
A taxi clearance: if cleared to taxi TO a runway, you are allowed to cross all other taxiways and runways on the way there, but you must hold short of the final runway. In the case of this example, you should go on taxiway Juliet, turn on to Echo, and taxi up to the hold-short line of runway 29.

Taxi into position and hold (or just, "Position and hold")
Drive your airplane on to the beginning of the runway and stop. Do not take off. You are being put in position for your takeoff, but another plane is still on the runway, or other traffic considerations (e.g. wake turbulence) make your departure unsafe.

Extend downwind
Don't turn from downwind to base yet. This is to separate your plane from other traffic in the pattern. This is often followed by…

I'll call your base
Stay on downwind, at traffic pattern altitude, until the tower tells you to turn in.

Do a 360 and re-enter the [downwind]
The controller wants you to do a standard two-minute turn-around-a-point in the pattern (360 degrees of turn), and reenter the pattern wherever you left it. This is for spacing purposes. This instruction could also happen on base or final. If you're just about to turn left base, ATC could also tell you to do a right 270 (degree turn) and come back in on base. A 360 gives you the perfect opportunity to use that stuff you learned in "turns around a point," and to practice one.

Likely calls when coming in to Hanscom

The pilot of 3572M (3572 Mike) has gotten ATIS C (Charlie) on 124.6, and found out that the active runway is 29. The plane is now ten miles out, heading southeast toward Hanscom from the practice area.3572M: "Hanscom Tower, Warrior 3572Mike, one-zero miles northwest, landing, with Charlie."
Hanscom Tower: "Warrior 3572M, Hanscom Tower, report the right downwind to runway two-niner."
3572M: "Report right downwind to two-niner. 72M"

Note that when you call, the tail number goes first. When you respond, the tail number comes at the end

Here are instructions that tower commonly gives, after a first call:
"Report entering a right downwind to two-niner."
"Report a two-mile right base to runway two-three."
"Report a three-mile left base turn to final, runway five."
"Fly a straight-in for runway one-one. Report a three-mile final."
"Remain clear of class D and give me a call in ten minutes."
(In these examples, all runway numbers are interchangeable.)

What to say to FSS, to open a flight plan in the air.

When you go on a cross country, file a flight plan by calling 1-800-WX-BRIEF. Open the plan using the radio, after you've taken off and are outside of controlled airspace.

Flight Service Stations are called "[City] Radio." For example, around here, it's "Bridgeport Radio," and up in most of New Hampshire and Maine it's "Bangor Radio." The city name is the one that's listed on the nearby VOR or RCO boxes on the sectional. Those boxes also tell you frequencies you can use to contact them. First try 122.2. This is the standard FSS frequency everywhere. The first call is merely: you, me, frequency.
Pilot: "Bridgeport Radio, Katana 303EC on 122.2."
Wait for a response. The operator may be working on several different frequencies at once, talking to other people. If you wait a full minute without getting at least a "Katana 303EC, stand by," then try again. If that doesn't work, try another frequency, or listen over a VOR, as listed on the sectional.
Bridgeport Radio: "Katana 303EC, Bridgeport Radio, go ahead."
Tell them you'd like to to open your flight plan, from where to where, and what time you took off.
Pilot: "We'd like to open our flight plan from Bedford to White Plains. Our time off was One-four-five-five Zulu."
Bridgeport Radio: "Roger Katana 303EC, that flight plan is now activated.

Uncontrolled airport procedure

When coming in to an uncontrolled airport, such as Fitchburg, start by getting the pertinent information, such as ASOS (if it's available).

For Fitchburg, you may then want to talk to their UNICOM-which is simply somebody sitting at the FBO desk waiting to fuel planes and listening to the radio-to find out which runway is in use:
Pilot: "Fitchburg UNICOM, Tomahawk 9171A requests the active."
UNICOM: "Active at Fitchburg is three-two."

From then on, you're talking to other traffic in the area, in order that everyone be aware of each other. Call the traffic by "[City name] traffic." For uncontrolled airport communications, it's still: YOU, ME, WHERE, WHAT, and then add to the end the city name again.

The first call for the sake of traffic control should be made when still 5-10 miles away, declaring your intention to enter the pattern.
Pilot: "Fitchburg traffic, Tomahawk 9171A, six miles southeast, will overfly the field at two thousand feet for a left downwind entry to runway three two, Fitchburg."

The next call is from a mile or two out, on the 45 to enter the downwind.
Pilot: "Fitchburg traffic, Tomahawk 9171A is one mile to the west, to enter the left downwind for runway three two, Fitchburg."

Thereafter, the calls are: on downwind, on base, on final, and exiting or entering the runway. On final, you could announce your intentions.
Pilot: "Fitchburg traffic, Tomahawk 9171A, left downwind for runway three-two, Fitchburg."
Pilot: "Fitchburg traffic, Tomahawk 9171A, left base for runway three-two, Fitchburg."
Pilot: "Fitchburg traffic, Tomahawk 9171A, turning/on final for runway three-two, touch-and-go, Fitchburg."
Pilot: "Fitchburg traffic, Tomahawk 9171A is clear of the active, Fitchburg."
Pilot: "Fitchburg traffic, Tomahawk 9171A, taking the active three two [for departure to the west] [for work in the pattern], Fitchburg."

Note: You are probably not alone out there. The purpose of these calls is to make others aware, and for you to be aware of others. Keep your eyes open and be courteous and cautious about your place in the pattern, and your turn.
Note: None of these calls are mandatory, and there could very well be people in the pattern who don't even have radios. Radio calls are not a substitute for awareness, so keep your eyes open. It is always your responsibility to see and avoid other traffic, regardless of radio calls.
Final note: Not all of these calls may be necessary, and in fact some examiners and experienced pilots prefer that people not jam up the airways with every single detail of their pattern. Use your judgment, and keep the calls short.

"Flight following" means staying in constant contact with a tower or flight control center, who watches your position and gives you reports of other traffic in your area when they have the time (which is almost always). It is also known as getting "advisories." ATC will give you a squawk code for your transponder, and watch on the radar.

There are several ways to start flight following. You can ask for help from the tower while you're still on the ground:
Pilot: "Lawrence Tower, Cessna niner two seven four seven at runway two-three, ready for departure, request coordination for flight following to Burlington, Vermont."
Tower: "Seven four seven roger, squawk 6245."

Tower may be able to help you with this, and may not. ATC may tell you whom to contact once you're flying. Around here, it's most common to get flight following once you're in the air, by contacting Boston Approach. To do this, tune to 124.40, and say only your call sign and wait for a response. (The approach controllers may be talking on several frequencies at once. They'll reply when able.)
Pilot: "Boston Approach, Cessna niner two seven four seven."
Approach: "Cessna niner two seven four seven, Boston Approach, go ahead."
Pilot: "Seven four seven requests flight following to Burlington Vermont at 6500 feet."
Approach: "Seven four seven squawk 5669."
Change the transponder.
Approach: "Cessna niner two seven four seven, radar contact."

The controller will then tell you when other traffic is in your area. Later, he/she will give you to another controller on a different frequency.
Approach: "Cessna niner two seven four seven, contact Manchester on 124.9"
Pilot: "Switching to Manchester 124.9, seven four seven."

Weather information

Always get a weather briefing before going flying.
By phone to the FSS is always: 1-800-WX-BRIEF (1-800-992-7433)
You can get some recorded information, but it's best always to talk to a briefer beforehand. Tell the briefer your tail number and pertinent information. The pertinent information is: where you're departing from, where you're going, when you're leaving, the expected duration of the flight, and at what altitude. E.g. "Hello, I'm in tail number 108CM, flying from Bedford to Nashua at 11:00 local time today. Could I get a local area weather briefing?" E.g. "This is [Yes, here you can say, "This is…"] 9171A. I'm going to be going from Hanscom to Montreal, Canada taking off at about 1300 zulu and landing at about 1600 zulu, at 4500 feet. I'd like an enroute weather forecast and winds aloft, please."

Websites:

http://adds.aviationweather.noaa.gov I like this one for all the basic information, including an overview of the area, prog charts, TAFs and METARS, and even radar and satellite images.

Once you have a license (including a student pilot certificate): www.duat.com or www.duats.com can give you a legal briefing.

Atc communication

NEW PILOT'S GUIDE TO ATC COMMUNICATION

By Robert I. Snow

 There is an art to using the right words when you communicate with air traffic control (ATC). Effective aviation phraseology combines brevity with the transfer of complete and correct information.

Long, detailed transmissions ensure the controller receives the needed information, but these monologues also tie up the frequency. If the controller is working five other airplanes and needs to issue timely control instructions, he can't do it until you release the microphone button. This delay may affect the safety of the other airplanes. Transmissions that are too brief usually result in the controller asking you to provide more detail. When that happens, it defeats the point of being brief.

So how do you learn the right mix? The same way you learn other aviation skills—study and practice.

Taking AIM

The Aeronautical Information Manual (AIM) is the best reference for learning good ATC communication skills and phraseology. Because the FAA writes it, the AIM also is the most authoritative source for IFR procedures. Unlike the federal aviation regulations, the AIM is not legally binding, but it is the most current and detailed source of FAA-recommended procedures.

Learning the language

Your first and most important lesson as you learn to use the right words is do not be afraid of using the wrong words. Regardless of the form it takes, communication is the goal. As you learn aviation's language, your vocabulary and phraseology will improve, so relax and communicate.

Section 2 of AIM Chapter 4, "Radio Communications Phraseology and Techniques," gives you the basics for all aviation communications. This short section covers the essentials—radio technique, radio contact procedures, aircraft call signs, ground station call signs, and the International Civil Aviation Organization (ICAO) phonetic alphabet. Like almost every other section of the AIM, it gives examples of the right words and phraseology. For example, ATC understands that student pilots are learning and will gladly give them additional assistance and some TLC if students identify themselves. If you look in AIM Chapter 4-2-e, you find all you have to say is, "Dayton Tower, this is Fleetwing one two three four, student pilot."

You'll find similar explanations and communication examples for almost every conceivable situation throughout the AIM. Because you should have an idea of what you'll be doing during an upcoming lesson, review the appropriate section before takeoff. For example, you and your instructor are making your first flight to a tower-controlled airport in Class D airspace. The controller responds to your initial radio call with, "Trainer one two three four, standby." Because the controller used your airplane's call sign, you have established the required radio communication and you can enter the Class D airspace (and prudent pilots proceed cautiously).

Learning any new language is next to impossible if you try to memorize the dictionary. Although reading the AIM is important, you have to immerse yourself in real-world ATC communication.

If your airplane has an intercom, connecting a tape recorder to it is an easy way to take "notes" of ATC communications. It allows you to replay the transmissions you didn't get on the first pass, and it gives you a chance to review how well you used the right words during your flight. You can also listen to ATC communications at your leisure with a handheld transceiver or aviation band receiver.

Regardless of how you listen in, when you hear a new phrase on the frequency, make note of it and look it up when you get home. For example, you are getting VFR radar advisories (flight following) from ATC. You hear the controller tell another pilot, "Descend and maintain five thousand." This seems pretty clear to you. The controller has told a pilot on an IFR flight plan to descend to and maintain 5,000 feet. But later you hear a controller tell another pilot to "descend at pilot's discretion, maintain five thousand." By the transmission's context you know that "discretion" implies options, but what options?. The AIM's "Pilot/Controller Glossary" (P/CG) answers your questions. "The issuance of a pilot's discretion climb or descent means that ATC does not require that the pilot start his climb/descent when the clearance is issued. The pilot may choose to remain at the previously assigned altitude and use his judgment both in deciding when to leave that altitude, and at what rate to climb or descend."

Speaking of options, what about the first time the tower cleared you for the "option?" Your instructor should explain this before you solo. Mine didn't. I first heard this term on a solo flight, and not knowing exactly what the controller meant made me a little apprehensive. The controller knew his P/CG and told me, in so many words, that the "option is an approach resulting in either a touch-and-go, missed approach, low approach, stop and go, or full-stop landing." A good goal for anyone in flight training is to try to learn one new glossary item per day.

Using the language

Learning the right words for ATC communication is only half of your lesson. You also need to use them because it makes the words and phrases part of your aviation vocabulary. This is especially important if you plan to earn an instrument rating. Compared to your primary training, instrument training is much more intense. Anything you can learn before you start instrument instruction will make your education easier.

Training for your private pilot certificate gives you plenty of opportunities to work with ATC. Recreational pilots cannot fly in airspace requiring ATC communication, but it's a good idea to learn to use the right words. This knowledge can help them in an emergency, and it helps prepare a recreational pilot for a private pilot certificate, if he decides to continue his training.

During your training, you'll learn to work with tower and ground controllers. But how about flight following? Routinely requesting this ATC service during your cross-country flights affords you an added margin of safety. It also makes you more comfortable talking to ATC and gives you a ready source for hearing new aviation phrases.

If you work with approach controllers in or around Class B or C airspace, ask them to hand you off to Center instead of terminating their radar service. If approach can't hand you off to Center, ask for the Center frequency and make contact yourself. Simply call on the frequency you are given, state your call sign and position, and the words "request flight following."

If the Center controller can work you, he'll give you a transponder code and information on other radar-identified traffic around you. If he is too busy and refuses your flight following request, don't get mad. Controllers don't turn down flight following without good reason. They do it because they feel that the traffic level is reaching a point where additional workload from VFR aircraft may compromise the safety of the IFR traffic they are working.

If you don't request or can't get flight following, no law prohibits you from listening to the ATC frequency and the controller's conversations with other aircraft. Who knows? If it sounds as if the rush is over after 15 minutes, it might be worth calling again to see if the controller is now able to work you.

Most ATC communications you hear will be for IFR traffic. Much of the phraseology will be new and confusing at first. Like any new skill, it gets easier with time.

Listen to how pilots respond to ATC transmissions. Imitating others is often how we learn to use the phraseology correctly—and incorrectly. Looking up new words and phrases in the AIM makes understanding what you hear easier, and it tells you what communications are "correct" and "incorrect."

As you listen to an ATC frequency, don't worry if you can't hear as fast as the controller talks. If the controller talks to you, and talks faster than you can hear, the P/CG has a simple remedy—tell the controller to "speak slower."

Expecting the words

You can increase how fast you hear, and improve what you understand, if you know what to expect during a transmission. ATC instructions mostly consist of numbers preceded by key words that tell you what the numbers mean. For example, "climb and maintain...." is always followed by an altitude assignment. Controllers frequently combine the three words into one—"climbandmaintain" but they're more deliberate with the altitude assignment, such as "one-two-thousand." An experienced pilot recognizes the word group and knows that an altitude follows.

Every ATC instruction has its key words and formats. For example, an ATC facility name and frequency always follow "Contact"—"Contact Hometown Tower on one-two-three-point-four." And "Fly Heading" is usually followed by a three-digit compass heading—"Fly heading zero-niner-zero." Takeoff instructions are one exception. The tower controller may tell you to "Maintain [or Fly] runway heading." In this case, you already know the heading to fly.

Regardless of the information transmitted, there should never be a question in a pilot's or controller's mind that both are talking about the same thing. If you have a question, "verify" is the word you use to ensure you have the right information. For example, you say, "Verify Hometown Tower on one-two-three-point-four," if you think you mishear the tower frequency.

You should learn to use the right words for many reasons, and safety is at the top of the list. Another is the fact that "talking the talk" means you'll spend less time conversing with ATC and more time enjoying your flight.

The "Pilot/Controller Glossary" is the United State's official source for the "right words." Pilots find it in the Aeronautical Information Manual and controllers find the same glossary in their ATC handbook. Here are some selections from the P/CG that might make your next conversation with ATC more concise and your flight a bit safer.

ABEAM—An aircraft is "abeam" a fix, point, or object when that fix, point, or object is approximately 90 degrees to the right or left of the aircraft track. Abeam indicates a general position rather than a precise point.

ACKNOWLEDGE—Let me know that you have received my message.

AFFIRMATIVE—Yes.

BLOCKED—Phraseology used to indicate that a radio transmission has been distorted or interrupted due to multiple simultaneous radio transmissions.

CLEARED FOR TAKEOFF—ATC authorization for an aircraft to depart.

CLEARED FOR THE OPTION—ATC authorization for an aircraft to make a touch and go, low approach, missed approach, stop and go, or full-stop landing at the discretion of the pilot. It is normally used in training so that an instructor can evaluate a student's performance under changing situations.

CLEARED TO LAND—ATC authorization for an aircraft to land. It is predicated on known traffic and known physical airport conditions.

CLOSED TRAFFIC—Successive operations involving takeoffs and landings [touch-and-goes] or low approaches where the aircraft does not exit the traffic pattern.

EXPEDITE—Used by ATC when prompt compliance is required to avoid the development of an imminent situation.

FLY HEADING (Degrees)—Informs the pilot of the heading he should fly. The pilot may have to turn to, or continue on, a specific compass direction in order to comply with the instructions. The pilot is expected to turn in the shorter direction to the heading unless otherwise instructed by ATC.

FUEL REMAINING—A phrase used by either pilots or controllers when relating to the fuel remaining on board until actual fuel exhaustion. When transmitting such information in response to either a controller question or pilot initiated cautionary advisory to air traffic control, pilots will state the APPROXIMATE NUMBER OF MINUTES the flight can continue with the fuel remaining. All reserve fuel SHOULD BE INCLUDED in the time stated, as should an allowance for established fuel gauge system error.

GO AROUND—Instructions for a pilot to abandon his approach to landing. Additional instructions may follow. Unless otherwise advised by ATC, a VFR aircraft or an aircraft conducting visual approach should overfly the runway while climbing to traffic pattern altitude and enter the traffic pattern via the crosswind leg. A pilot on an IFR flight plan making an instrument approach should execute the published missed approach procedure or proceed as instructed by ATC; e.g., "Go around" (additional instructions if required).

HAVE NUMBERS—Used by pilots to inform ATC that they have received runway, wind, and altimeter information only.

HOW DO YOU HEAR ME?—A question relating to the quality of the transmission or to determine how well the transmission is being received.

IDENT—A request for a pilot to activate the aircraft transponder identification feature. This will help the controller to confirm an aircraft identity or to identify an aircraft. Do not confuse this with squawk, which means to tune the transponder code or transponder operating mode, such as Mode C, altitude reporting, a controller gives you.

IMMEDIATELY—Used by ATC when such action compliance is required to avoid an imminent situation.

MAINTAIN—Concerning altitude/flight level, the term means to remain at the altitude/flight level specified. The phrase "climb and" or "descend and" normally precedes "maintain" and the altitude assignment; e.g., "descend and maintain 5,000." Concerning other ATC instructions, the term is used in its literal sense; e.g., maintain VFR.

MAKE SHORT APPROACH—Used by ATC to inform a pilot to alter his traffic pattern so as to make a short final approach.

MAYDAY—The international radio telephony distress signal. When repeated three times, it indicates imminent and grave danger and that immediate assistance is requested.

MINIMUM FUEL—Indicates that an aircraft's fuel supply has reached a state where, upon reaching the destination, it can accept little or no delay. This is not an emergency situation but merely indicates an emergency situation is possible should any undue delay occur.

NEGATIVE—"No," or "permission not granted," or "that is not correct."

NEGATIVE CONTACT—Used by pilots to inform ATC that the previously issued traffic is not in sight. It may be followed by the pilot's request for the controller to provide assistance in avoiding the traffic. Used by pilots to inform ATC they were unable to contact ATC on a particular frequency.

RADAR CONTACT—Used by ATC to inform an aircraft that it is identified on the radar display and radar flight following will be provided until radar identification is terminated.

RADAR SERVICE TERMINATED—Used by ATC to inform a pilot that he will no longer be provided any of the services that could be received while in radar contact. Radar service is automatically terminated, and the pilot is not advised in the following cases: 1. An aircraft cancels its IFR flight plan, except within Class B airspace, Class C airspace, a TRSA, or where Basic Radar service is provided. 2. An aircraft conducting an instrument, visual, or contact approach has landed or has been instructed to change to advisory frequency. 3. An arriving VFR aircraft, receiving radar service to a tower controlled airport within Class B airspace, Class C airspace, a TRSA, or where sequencing service is provided, has landed; or to all other airports, is instructed to change to tower or advisory frequency. 4. An aircraft completes a radar approach.

READ BACK—Repeat my message back to me.

REPORT—Used to instruct pilots to advise ATC of specified information; e.g., "Report passing Hamilton VOR."

SAY AGAIN—Used to request a repeat of the last transmission. Usually specifies transmission or portion thereof not understood or received; e.g., "Say again all after ABRAM VOR."

SAY ALTITUDE—Used by ATC to ascertain an aircraft's specific altitude/flight level. When the aircraft is climbing or descending, the pilot should state the indicated altitude rounded to the nearest 100 feet.

SAY HEADING—Used by ATC to request an aircraft heading. The pilot should state the actual heading of the aircraft.

SPEAK SLOWER—Used in verbal communications as a request to reduce speech rate.

SQUAWK (Mode, Code, Function)—Activate specific modes/ codes/functions on the aircraft transponder, e.g., "Squawk two—one-zero-five." Squawk does not mean pilot should press the transponder's IDENT button.

STAND BY—Means the controller or pilot must pause for a few seconds, usually to attend to other duties of a higher priority. Also means to wait as in "stand by for clearance." The caller should reestablish contact if a delay is lengthy. "Stand by" is not an approval or denial.

TAXI INTO POSITION AND HOLD—Used by ATC to inform a pilot to taxi onto the departure runway in takeoff position and hold. It is not authorization for takeoff. It is used when takeoff clearance cannot immediately be issued because of traffic or other reasons.

THAT IS CORRECT—The understanding you have is right.

TRAFFIC—A term used by ATC to refer to one or more aircraft.

TRAFFIC IN SIGHT—Used by pilots to inform a controller that previously issued traffic is in sight.

UNABLE—Indicates inability to comply with a specific instruction, request, or clearance.

VERIFY—Request confirmation of information; e.g., "verify assigned altitude."