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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 V−O−R, 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 (V−O−R).” 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
2/19/04 AIM
Radio Communications Phraseology and Techniques 4−2−3
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−
AIM, 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; e.g., 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)
　
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