August 26, 1995 Aeronautical Information Manual (AIM) 4-2 (Radio Communications) |
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The full text of the FAA bulletin.
August 26, 1995
 Aeronautical Information Manual (AIM)
Official Guide to Basic Flight Information and ATC Procedures
U.S. Department of Transportation
Federal Aviation Administration
Section 2 - Radio Communications Phraseology and Techniques
4-2-1. GENERAL
a. 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. Discussion herein provides basic
procedures for new pilots and also highlights safe operating concepts for all
pilots.
b. The single, most important thought 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 contacts should be kept as brief as possible, but controllers
must know what you want to do before they can properly carry out their control
duties. And you, the pilot, must know exactly what the controller wants you to
do. Since concise phraseology may not always be adequate, use whatever words are
necessary to get your message across. Pilots are to maintain vigilance in
monitoring air traffic control radio communications frequencies for potential
traffic conflicts with their aircraft especially when operating on an active
runway and/or when conducting a final approach to landing.
c. All pilots will find the 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 FAA Order 7110.65, Air Traffic Control. We recommend that it be studied
and reviewed from time to time to sharpen your communication skills.
4-2-2. RADIO TECHNIQUE
a. LISTEN before you transmit. Many times you 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, the
keying of your transmitter will be futile and you will probably jam their
receivers causing them to repeat their call. If you have just changed
frequencies, pause, listen, and make sure the frequency is clear.
b. THINK before keying your transmitter. Know what you want to say and if it
is lengthy; for example, a flight plan or IFR position report, jot it down.
c. The microphone should be very close to your lips and after pressing the
mike button, a slight pause may be necessary to be sure the first word is
transmitted. Speak in a normal, conversational tone.
d. When you release the 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
for your frequency.
e. Be alert to the sounds OR THE LACK OF SOUNDS in your receiver. Check your
volume, recheck your frequency, and MAKE SURE THAT YOUR MICROPHONE IS NOT STUCK
in the transmit position. Frequency blockage can, and has, occurred for extended
periods of time due to unintentional transmitter operation. This type of
interference is commonly referred to as a "stuck mike," and controllers may
refer to 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 enroute IFR radio frequency outage to establish or
reestablish communications with ATC.
f. Be sure that you are within the performance range of your radio equipment
and 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 can hear but not reach a ground station's receiver.
Remember that higher altitudes increase the range of VHF "line-of-sight"
communications.
4-2-3. CONTACT PROCEDURES
a. Initial Contact -
1. The terms 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:
(a) Name of the facility being called;
(b) Your FULL aircraft identification as filed in the flight plan or as
discussed under Aircraft Call Signs below;
(c) The type of message to follow or your request if it is short, and
(d) the word "Over" if required.
EXAMPLES:
"NEW YORK RADIO, MOONEY THREE ONE ONE ECHO."
"COLUMBIA GROUND, CESSNA THREE ONE SIX ZERO FOXTROT, IFR MEMPHIS."
"MIAMI CENTER, BARON FIVE SIX THREE HOTEL, REQUEST VFR TRAFFIC ADVISORIES."
2. Many FSSs are equipped with RCOs and can transmit on the same frequency at
more than one location. The frequencies available at specific locations are
indicated on charts above FSS communications boxes. To enable the specialist to
utilize the correct transmitter, advise the location and the frequency on which
you expect a reply.
EXAMPLE:
St. Louis FSS can transmit on frequency 122.3 at either Farmington, MO or
Decatur, IL. If you are in the vicinity of Decatur, your callup should be "SAINT
LOUIS RADIO, PIPER SIX NINER SIX YANKEE, RECEIVING DECATUR ONE TWO TWO POINT
THREE."
3. If radio reception is reasonably assured, inclusion of your request, your
position or altitude, and the phrase "(ATIS) Information Charlie received" in
the initial contact helps decrease radio frequency congestion. Use discretion;
do not overload the controller with information unneeded or superfluous. If you
do not get a response from the ground station, recheck your radios or use
another transmitter, but keep the next contact short.
EXAMPLE:
"ATLANTA CENTER, DUKE FOUR ONE ROMEO, REQUEST VFR TRAFFIC ADVISORIES, TWENTY
NORTHWEST ROME, SEVEN THOUSAND FIVE HUNDRED, OVER."
b. Initial Contact When your Transmitting and Receiving Frequencies are
Different -
1. If you are attempting to establish contact with a ground station and you
are receiving on a different frequency than that transmitted, 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 call sign as indicated on charts.
EXAMPLE:
New York FSS transmits on the Kennedy, the Hampton, and the Calverton
VORTACs. If you are in the Calverton area, your callup should be "NEW YORK
RADIO, CESSNA THREE ONE SIX ZERO FOXTROT, RECEIVING CALVERTON VOR, OVER."
2. If the chart indicates FSS frequencies above the VORTAC or in the FSS
communications boxes, transmit or receive on those frequencies nearest your
location.
3. When unable to establish contact and you wish to call ANY ground station,
use the phrase "ANY RADIO (tower) (station), GIVE CESSNA THREE ONE SIX ZERO
FOXTROT A CALL ON (frequency) OR (VOR)." If an emergency exists or you need
assistance, so state.
c. Subsequent Contacts and Responses to Callup from a Ground Facility - Use
the same format as used for the initial contact except you should state your
message or request with the callup in one transmission. The ground station name
and the word "Over" may be omitted if the message requires an obvious reply and
there is no possibility for misunderstandings. You should acknowledge all
callups or clearances unless the controller or FSS specialist advises otherwise.
There are some occasions when controllers must issue time critical instructions
to other aircraft, and they 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 your aircraft identification, either at the beginning or at the
end of your transmission, and one of the words "Wilco," "Roger," "Affirmative,"
"Negative," or other appropriate remarks; e.g., "PIPER TWO ONE FOUR LIMA,
ROGER." If you have been receiving services; e.g., VFR traffic advisories and
you are leaving the area or changing frequencies, advise the ATC facility and
terminate contact.
d. Acknowledgement of Frequency Changes -
1. When advised by ATC to change frequencies, acknowledge the instruction. If
you select the new frequency without an acknowledgement, the controller's
workload is increased because there is no way of knowing whether you received
the instruction or have had radio communications failure.
2. At times, a controller/specialist may be working a sector with multiple
frequency assignments. In order to eliminate unnecessary verbiage and to free
the controller/specialist for higher priority transmissions, the
controller/specialist may request the pilot "(Identification), change to my
frequency 123.4." This phrase should alert the pilot that the
controller/specialist is only changing frequencies, not controller/specialist,
and that initial callup phraseology may be abbreviated.
EXAMPLE:
"UNITED TWO TWENTY-TWO ON ONE TWO THREE POINT FOUR." OR "ONE TWO THREE POINT
FOUR, UNITED TWO TWENTY-TWO."
e. Compliance with Frequency Changes - When instructed by ATC to change
frequencies, select the new frequency as soon as possible unless instructed to
make the change at a specific time, fix, or altitude. A delay in making the
change could result in an untimely receipt of important information. If you are
instructed to make the frequency change at a specific time, fix, or altitude,
monitor the frequency you are on until reaching the specified time, fix, or
altitudes unless instructed otherwise by ATC.
REFERENCE - ARTCC Communications, paragraph 5-3-1.
4-2-4. AIRCRAFT CALL SIGNS
a. Precautions in the Use of Call Signs -
1. Improper use of call signs can result in pilots executing a clearance
intended for another aircraft. Call signs should NEVER BE ABBREVIATED ON AN
INITIAL CONTACT OR AT ANY TIME WHEN OTHER AIRCRAFT CALL SIGNS HAVE SIMILAR
NUMBERS/SOUNDS OR IDENTICAL LETTERS/NUMBER; for example, Cessna 6132F, Cessna
1622F, Baron 123F, Cherokee 7732F, etc.
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
the aircraft's 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.
2. Pilots, therefore, must be certain that aircraft identification is
complete and clearly identified before taking action on an ATC clearance. ATC
specialists will not abbreviate call signs of air carrier or other civil
aircraft having authorized call signs. ATC specialists may initiate abbreviated
call signs of other aircraft by using the PREFIX AND THE LAST THREE
DIGITS/LETTERS of the aircraft identification after communications are
established. The pilot may use the abbreviated call sign in subsequent contacts
with the ATC specialist. When aware of similar/identical call signs, ATC
specialists will take action to minimize errors by emphasizing certain
numbers/letters, by repeating the entire call sign, by repeating the prefix, or
by asking pilots to use a different call sign temporarily. Pilots should use the
phrase "VERIFY CLEARANCE FOR (your complete call sign)" if doubt exists
concerning proper identity.
3. Civil aircraft pilots should state the aircraft type, model or
manufacturer's name, followed by the digits/letters of the registration number.
When the aircraft manufacturer's name or model is stated, the prefix "N" is
dropped; for example, Aztec Two Four Six Four Alfa.
EXAMPLES:
BONANZA SIX FIVE FIVE GOLF.
BREEZY SIX ONE THREE ROMEO EXPERIMENTAL (omit "Experimental" after initial
contact).
4. Air Taxi or other commercial operators NOT having FAA authorized call
signs should prefix their normal identification with the phonetic word "Tango."
EXAMPLE:
TANGO AZTEC TWO FOUR SIX FOUR ALFA.
5. Air carriers and commuter air carriers having FAA authorized call signs
should identify themselves by stating the complete call sign (using group form
for the numbers) and the word "heavy" if appropriate.
EXAMPLES:
UNITED TWENTY-FIVE HEAVY.
MIDWEST COMMUTER SEVEN ELEVEN.
6. Military aircraft use a variety of systems including serial numbers, word
call signs, and combinations of letters/numbers. Examples include Army Copter
48931, Air Force 61782, MAC 31792, Pat 157, Air Evac 17652, Navy Golf Alfa Kilo
21, Marine 4 Charlie 36, etc.
b. Air Ambulance Flights -
Because of the priority afforded air ambulance flights in the ATC system,
extreme discretion is necessary when using the term "LIFEGUARD." It is only
intended for those missions of an urgent medical nature and to be utilized only
for that portion of the flight requiring expeditious handling. When requested by
the pilot, necessary notification to expedite ground handling of patients, etc.,
is provided by ATC; however, when possible, this information should be passed in
advance through non-ATC communications systems.
1. Civilian air ambulance flights responding to medical emergencies (first
call to an accident scene, carrying patients, organ donors, organs, or other
urgently needed lifesaving medical material) will be expedited by ATC when
necessary. When expeditious handling is necessary, add the word "LIFEGUARD" in
the remarks section of the flight plan. In radio communications, use the call
sign "LIFEGUARD" followed by the aircraft registration letters/numbers.
2. 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.
EXAMPLE:
LIFEGUARD TWO SIX FOUR SIX.
3. Air carrier and air taxi flights responding to medical emergencies will
also be expedited by ATC when necessary. The nature of these medical emergency
flights usually concerns the transportation of urgently needed lifesaving
medical materials or vital organs. IT IS IMPERATIVE THAT THE COMPANY/PILOT
DETERMINE, BY THE NATURE/URGENCY OF THE SPECIFIC MEDICAL CARGO, IF PRIORITY ATC
ASSISTANCE IS REQUIRED. Pilots shall ensure that the word "LIFEGUARD" is
included in the remarks section of the flight plan and use the call sign
"LIFEGUARD" followed by the company name and flight number for all transmissions
when expeditious handling is required. It is important for ATC to be aware of
"LIFEGUARD" status, and it is the pilot's responsibility to ensure that this
information is provided to ATC.
EXAMPLE:
LIFEGUARD DELTA THIRTY-SEVEN.
c. Student Pilots Radio Identification -
1. The FAA desires to help student pilots in acquiring sufficient practical
experience in the environment in which they will be required to operate. To
receive additional assistance while operating in areas of concentrated air
traffic, student pilots need only identify themselves as a student pilot during
their initial call to an FAA radio facility.
EXAMPLE:
DAYTON TOWER, THIS IS FLEETWING ONE TWO THREE FOUR, STUDENT PILOT.
2. This special identification will alert FAA ATC personnel and enable them
to provide student pilots with such extra assistance and consideration as they
may need. This procedure is not mandatory.
4-2-5. DESCRIPTION OF INTERCHANGE OR LEASED AIRCRAFT
a. Controllers issue traffic information based on familiarity with airline
equipment and color/markings. When an air carrier dispatches a flight using
another company's equipment and the pilot does not advise the terminal ATC
facility, the possible confusion in aircraft identification can compromise
safety.
b. Pilots flying an "interchange" or "leased" aircraft not bearing the
colors/markings of the company operating the aircraft should inform the terminal
ATC facility on first contact the name of the operating company and trip number,
followed by the company name as displayed on the aircraft, and aircraft type.
EXAMPLE:
AIR CAL THREE ELEVEN, UNITED (INTERCHANGE/LEASE), BOEING SEVEN TWO SEVEN.
4-2-6. GROUND STATION CALL SIGNS
Pilots, when calling a ground station, should begin with the name of the
facility being called followed by the type of the facility being called as
indicated in Table 4-2-1.
Table 4-2-1
————————————————————————————————————————————————————————————————
Facility
Call Sign
————————————————————————————————————————————————————————————————
Airport
UNICOM
"Shannon UNICOM"
FAA Flight Service
Station
"Chicago Radio"
FAA Flight Service
Station
"Seattle Flight Watch"
(Enroute Flight Advisory
Service (Weather))
Airport Traffic Control
Tower "Augusta Tower"
Clearance Delivery Position (IFR)
"Dallas Clearance Delivery"
Ground Control Position in Tower
"Miami Ground"
Radar or Nonradar
Approach
"Oklahoma City Approach"
Control Position
Radar Departure Control Position
"St. Louis Departure"
FAA Air Route Traffic Control Center "Washington
Center"
————————————————————————————————————————————————————————————————
4-2-7. PHONETIC ALPHABET
The International Civil Aviation Organization (ICAO) phonetic alphabet is
used by FAA personnel when communications conditions are such that the
information cannot be readily received without their use. ATC facilities may
also request pilots to use phonetic letter equivalents when aircraft with
similar sounding identifications are receiving communications on the same
frequency. Pilots should use the phonetic alphabet when identifying their
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 words during adverse communications conditions.
(See Table 4-2-2)
Table 4-2-2
Phonetic Alphabet / Morse Code
——————————————————————————————————————————————————————————————————
Character Morse Code Telephony
Phonic (Pronunciation)
——————————————————————————————————————————————————————————————————
A
.-
Alfa (AL-FAH)
B
-...
Bravo (BRAH-VOH)
C
-.-. Charlie
(CHAR-LEE) or (SHAR-LEE)
D
-..
Delta (DELL-TA)
E
.
Echo (ECK-OH)
F
..-. Foxtrot
(FOKS-TROT)
G
—.
Golf (GOLF)
H
....
Hotel (HOH-TEL)
I
..
India (IN-DEE-AH)
J
.—- Juliett
(JEW-LEE-ETT)
K
-.-
Kilo (KEY-LOH)
L
.-..
Lima (LEE-MAH)
M
—
Mike (MIKE)
N
-. November
(NO-VEM-BER)
O
—-
Oscar (OSS-CAH)
P
.—.
Papa (PAH-PAH)
Q
—.- Quebec
(KEH-BECK)
R
.-.
Romeo (ROW-ME-OH)
S
...
Sierra (SEE-AIR-RAH)
T
-
Tango (TANG-GO)
U
..- Uniform
(YOU-NEE-FORM) or (OO-NEE-FORM)
V
...- Victor
(VIK-TAH)
W
.— Whiskey
(WIS-KEY)
X
-..-
X-ray (ECKS-RAY)
Y
-.— Yankee
(YANG-KEY)
Z
—..
Zulu (ZOO-LOO)
1
.——
One (WUN)
2
..—-
Two (TOO)
3
...— Three
(TREE)
4
....-
Four (FOW-ER)
5
.....
Five (FIFE)
6
-....
Six (SIX)
7
—... Seven
(SEV-EN)
8
—-.. Eight
(AIT)
9
——.
Nine (NIN-ER)
0
——-
Zero (ZEE-RO)
——————————————————————————————————————————————————————————————————
4-2-8. FIGURES
a. Figures indicating hundreds and thousands in round number, as for ceiling
heights, and upper wind levels up to 9,900 shall be spoken in accordance with
the following:
EXAMPLE:
500 - FIVE HUNDRED
EXAMPLE:
4,500 - FOUR THOUSAND FIVE HUNDRED
b. Numbers above 9,900 shall be spoken by separating the digits preceding the
word "thousand."
EXAMPLE:
10,000 - ONE ZERO THOUSAND
EXAMPLE:
13,500 - ONE THREE THOUSAND FIVE HUNDRED
c. Transmit airway or jet route numbers as follows:
EXAMPLE:
V12 - VICTOR TWELVE
EXAMPLE:
J533 - J FIVE THIRTY-THREE
d. All other numbers shall be transmitted by pronouncing each digit.
EXAMPLE:
10 - ONE ZERO
e. When a radio frequency contains a decimal point, the decimal point is
spoken as "POINT."
EXAMPLE:
122.1 - ONE TWO TWO POINT ONE
NOTE - ICAO Procedures require the decimal point be spoken as "DECIMAL," and
FAA will honor such usage by military aircraft and all other aircraft required
to use ICAO Procedures.
4-2-9. ALTITUDES AND FLIGHT LEVELS
a. Up to but not including 18,000 feet MSL, state the separate digits of the
thousands plus the hundreds if appropriate.
EXAMPLE:
12,000 - ONE TWO THOUSAND
EXAMPLE:
12,500 - ONE TWO THOUSAND FIVE HUNDRED
b. At and above 18,000 feet MSL (FL 180), state the words "flight level"
followed by the separate digits of the flight level.
EXAMPLE:
190 - FLIGHT LEVEL ONE NINER ZERO
275 - FLIGHT LEVEL TWO SEVEN FIVE
4-2-10. DIRECTIONS
The three digits of bearing, course, heading, or wind direction should always
be magnetic. The word "true" must be added when it applies.
EXAMPLE:
(Magnetic course) 005 - ZERO ZERO FIVE
(True course) 050 - ZERO FIVE ZERO TRUE
(Magnetic bearing) 360 - THREE SIX ZERO
(Magnetic heading) 100 - HEADING ONE ZERO ZERO
(Wind direction) 220 - WIND TWO TWO ZERO
4-2-11. SPEEDS
The separate digits of the speed followed by the word "KNOTS." Except,
controllers may omit the word "KNOTS" when using speed adjustment procedures;
for example, "REDUCE/INCREASE SPEED TO TWO FIVE ZERO."
EXAMPLES:
(Table 4-40[1])
(Speed) 250 - TWO FIVE ZERO KNOTS
(Speed) 190 - ONE NINER ZERO KNOTS
The separate digits of the Mach number preceded by "MACH."
EXAMPLES:
(Table 4-40[2])
(Mach number) 1.5 - MACH ONE POINT FIVE
(Mach number) 0.64 - MACH POINT SIX FOUR
(Mach number) 0.7 - MACH POINT SEVEN
4-2-12. TIME
a. FAA uses Coordinated Universal Time (UTC) for all operations. The word
"local" or the time zone equivalent shall be used to denote local when local
time is given during radio and telephone communications. The term "Zulu" may be
used to denote UTC.
EXAMPLE:
0920 UTC - ZERO NINER TWO ZERO ZULU
ZERO ONE TWO ZERO PACIFIC OR LOCAL,
OR ONE TWENTY AM
b. To Convert from Standard Time to Coordinated Universal Time:
Table 4-2-3
Standard Time to Coordinated Universal Time
Eastern Standard Time Add
5 hours
Central Standard Time Add
6 hours
Mountain Standard Time Add 7
hours
Pacific Standard Time Add
8 hours
Alaska Standard
Time Add 9 hours
Hawaii Standard
Time Add 10 hours
NOTE - For Daylight Time, subtract 1 hour.
c. A reference may be made to local daylight or standard time utilizing the
24-hour clock system. The hour is indicated by the first two figures and the
minutes by the last two figures.
EXAMPLE:
0000 - ZERO ZERO ZERO ZERO
0920 - ZERO NINER TWO ZERO
d. Time may be stated in minutes only (two figures) in radio telephone
communications when no misunderstanding is likely to occur.
e. 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 8 seconds are stated as the preceding quarter minute;
fractions of a quarter minute of 8 seconds or more are stated as the succeeding
quarter minute.
EXAMPLE:
0929:05 - TIME, ZERO NINER TWO NINER
0929:10 - TIME, ZERO NINER TWO NINER AND ONE-QUARTER
4-2-13. COMMUNICATIONS WITH TOWER WHEN AIRCRAFT TRANSMITTER OR RECEIVER OR
BOTH ARE INOPERATIVE
a. Arriving Aircraft -
1. Receiver inoperative:
(a) If you have reason to believe your receiver is inoperative, remain
outside or above the Class D surface area until the direction and flow of
traffic has been determined; then, advise the tower of your type aircraft,
position, altitude, intention to land, and request that you be controlled with
light signals.
REFERENCE - Traffic Control Light Signals, paragraph 4-3-13.
(b) 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.
2. Transmitter inoperative: Remain outside or above the Class D surface area
until the direction and flow of traffic has been determined; 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 which may be addressed to your aircraft. During hours of daylight,
acknowledge tower transmissions or light signals by rocking your wings. At
night, acknowledge by blinking the landing or navigation lights. To acknowledge
tower transmissions during daylight hours, hovering helicopters will turn in the
direction of the controlling facility and flash the landing light. While in
flight, helicopters should show their acknowledgement of receiving a
transmission by making shallow banks in opposite directions. At night,
helicopters will acknowledge receipt of transmissions by flashing either the
landing or the search light.
3. Transmitter and receiver inoperative: Remain outside or above the Class D
surface area until the direction and flow of traffic has been determined; then,
join the airport traffic pattern and maintain visual contact with the tower to
receive light signals. Acknowledge light signals as noted above.
b. Departing Aircraft - If you experience radio failure prior to leaving the
parking area, make every effort to have the equipment repaired. If you are
unable to have the malfunction repaired, call the tower by telephone and request
authorization to depart without two-way radio communications. If tower
authorization is granted, you will be given departure information and requested
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 parking area, watch the
tower for light signals or monitor tower frequency.
REFERENCE - FAR Part 91.129 and FAR Part 91.125.
4-2-14. COMMUNICATIONS FOR VFR FLIGHTS
a. FSSs and Supplemental Weather Service Locations (SWSLs) are allocated
frequencies for different functions; for example, 122.0 MHz is assigned as the
Enroute Flight Advisory Service frequency at selected FSSs. In addition, certain
FSSs provide Local Airport Advisory on 123.6 MHz. Frequencies are listed in the
A/FD. If you are in doubt as to what frequency to use, 122.2 MHz is assigned to
the majority of FSSs as a common enroute simplex frequency.
NOTE - In order to expedite communications, state the frequency being used
and the aircraft location during initial callup.
EXAMPLE:
DAYTON RADIO, THIS IS NOVEMBER ONE TWO THREE FOUR FIVE ON ONE TWO TWO POINT
TWO, OVER SPRINGFIELD VOR, OVER.
b. Certain VOR voice channels are being utilized for recorded broadcasts;
that is, ATIS, HIWAS, etc. These services and appropriate frequencies are listed
in the Airport/Facilities Directory. On VFR flights, pilots are urged to monitor
these frequencies. When in contact with a control facility, notify the
controller if you plan to leave the frequency to monitor these broadcasts.
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