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hide a weak signal, so lifting the
squelch may help in this case.
Although the phraseology can be a
bit longwinded (day-se-mal for
decimal, for example), and you may
feel a bit stupid pronouncing some
of the words, remember they are
that way to reduce ambiguity.
136 JAR Private Pilot Studies
Naturally, a continuous listening
watch should be maintained at all
times, as a matter of airmanship, but
especially when transiting controlled
airspace during notified hours of
watch. You must report your
position and height on entering and
just before leaving an ATZ.
There are one or two other points
about radios that aren't often taught
properly during training. The first is
to wait a split second to speak after
pressing the transmit button, which
gives all the relays in the system a
chance to switch over so your
message can get through in full, that
is, not clipping the first bit.
Secondly, whenever you get a
frequency change en route, not only
should you write it down on your
Nav Log, but change to the new
frequency on the other box, so you
alternate between radios. This way,
you have something to go back to if
you can't get through on the new
one for whatever reason (although it
is appreciated that this could create
difficulties with two station boxes
which must be switched every time).
You should use the full callsign on
initial contact with ATC, but you can
subsequently use any abbreviations
they make.
If you need to make a correction, say
the word "Correction" followed by
the last correct word or phrase
before continuing.
Numbers should generally be spoken
individually, except for the words
hundred and thousand where they
occur as round figures. 100, for
example, would be "One Hundred",
but 165 would be "One Six Five".
Usually, with regard to time, you
transmit the numbers relating to
minutes (e.g. "arriving at 45"), but
this only relates to the current hour. If
there is any possibility of confusion,
or you mean another hour, include
the figures.
Standby means "wait to be called".
Affirmative means an agreement, but
the word was changed (at least in
Europe) some time ago, to Affirm, to
reduce the possibilities of it being
confused with negative if only the last
part of the word was heard. In the
same vein, you only use the word
Takeoff when cleared, or cancelling a
takeoff clearance. For an abandoned
takeoff, use the word Stopping.
Roger means that the last message has
been received (even if you didn't
understand it!).
The readability scale is:
1 – unreadable
2 – readable now and then
3 – readable with difficulty
4 – readable
5 – perfectly readable
The order of priority of radio
messages is:
·  Distress
·  Urgency
·  Direction Finding
·  Flight Safety
·  Meteorological
·  Flight Regularity
Electricity & Radio 137
ATC
At smaller aerodromes, some of
these may be combined.
Ground Control
The Ground Controller handles all
movements on the manoeuvring
area, including aircraft and vehicles,
and possibly start clearances
(departure clearances given by
Ground are not clearances to
takeoff!). Typically, you would be
talking to Ground up to the holding
point, and afterwards when landing.
Tower
For traffic close to the aerodrome,
including the circuit. After takeoff,
you may be asked to change to
Approach (below), but, more typically,
you will stay with the Tower until
clear of the area.
Approach
Sometimes known as Radar, these
controllers sit in a darkened room in
front of radar screens, so have no
visual contact with the traffic they
are dealing with (don't worry, they
are fed frequently).
Radio Failure
Essentially, comply with the last
clearance, which hopefully included
permission to land or clear the area.
If you don’t need to enter controlled
airspace, carry on with the plan,
maintaining VFR as necessary; don't
enter it even if you’ve been
previously cleared. If you must do
so, divert and telephone for
permission first. If you’re already in
controlled airspace, where clearance
has been obtained to the boundary
on leaving, or the field on entering,
proceed as planned. If in doubt,
　
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