AIM

4/20/23

4

−

2

−

1

Radio Communications Phraseology

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
JO 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; e.g., 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 en route 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.